Side-by-side vehicle

ABSTRACT

The present invention relates to all terrain vehicles having at least a pair of laterally spaced apart seating surfaces.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a national stage application under 35 U.S.C.§371 of International Patent Application No. PCT/US13/64516, filed onOct. 11, 2013, and entitled “SIDE-BY-SIDE VEHICLE,” which claimspriority to U.S. Provisional Patent Application Ser. No. 61/712,396,filed Oct. 11, 2012, and entitled “SIDE-BY-SIDE VEHICLE,” and U.S.Provisional Patent Application Ser. No. 61/829,743, filed May 31, 2013,and entitled “SIDE-BY-SIDE VEHICLE,” the complete disclosures of whichare expressly incorporated by reference herein.

The present invention relates to side-by-side all terrain vehicles.

Generally, all terrain vehicles (“ATVs”) and utility vehicles (“UVs”)are used to carry one or two passengers and a small amount of cargo overa variety of terrains. Due to increasing recreational interest in ATVs,specialty ATVs, such as those used for trail riding, racing, and cargohauling have entered the market place. Most ATVs include seating for upto two passengers which are either seated side-by-side or with thepassenger positioned behind the driver of the ATV. Side-by-side ATVs, inwhich the driver and passenger are seated beside each other on laterallyspaced apart seats, have become popular because of the ability to allowthe passenger to share the driver's viewpoint.

Some side-by-side ATVs are shown in U.S. Pat. Nos. 7,819,220 and8,328,235; in US publication 2012/0031693; and in patent applicationSer. No. 61/712,396 filed Oct. 11, 2012; the subject matter of each ofwhich is incorporated herein by reference.

A utility vehicle, comprising a plurality of ground-engaging members; aframe supported by the ground-engaging members; a drivetrain supportedby the frame; an operator's area defined by side by side seats andoperator controls; a cab frame covering the operators area and definedby at least first and second front support portions, at least first andsecond rear support portions, and longitudinally extending sectionscoupling the front and rear support portions; and the operator's areahaving a driver seat having a driver restraint harness and a passengerseat having a passenger restraint harness, the driver seat and thepassenger seat being in a side-by-side arrangement, the cab frame beingconfigured to support a driver restraint harness for the driver seat anda passenger restraint harness for the passenger seat, the driver andpassenger restraint harnesses comprising a shoulder retractor coupled tothe cab frame rearward of the respective driver and passenger seats.

According to an illustrative embodiment of the present disclosure, autility comprises a plurality of ground-engaging members; a framesupported by the ground-engaging members; a drivetrain supported by theframe; and an operator area having a seating portion supported by theframe. The seating portion includes a driver seat having a driverrestraint harness and a passenger seat having a passenger restraintharness. The driver seat and the passenger seat are in a side-by-sidearrangement. The frame is configured to support a driver restraintharness for the driver seat and a passenger restraint harness for thepassenger seat. The driver restraint harness is coupled to one of thedriver seat and the frame in at least one of a first coupling location,a second coupling location, a third coupling location, a fourth couplinglocation, a fifth coupling location, and a sixth coupling location, andthe passenger restraint harness is coupled to one of the passenger seatand the frame in at least one of a first coupling location, a secondcoupling location, a third coupling location, a fourth couplinglocation, a fifth coupling location, and a sixth coupling location.

According to another embodiment of the present disclosure, a utilityvehicle comprises a plurality of ground engaging members; and a framesupported by the ground engaging members. The frame includes a lowerframe portion and a cab frame coupled to the lower frame portion todefine an operator area. The utility vehicle further comprises a seatingarea supported within the operator area. The seating area includes adriver seat and a passenger seat in a side-by-side arrangement. Theutility vehicle also comprises a first opening adjacent the driver seatand defined between the lower frame portion and the cab frame foringress and egress from the operator area; and a second opening adjacentthe passenger seat and defined between the lower frame portion and thecab frame for ingress and egress from the operator area. Additionally,the utility vehicle comprises a first frame member that extends into thefirst opening and is removably coupled to at least one of the lowerframe portion and the cab frame; and a second frame member that extendsinto the second opening and is removably coupled to at least one of thelower frame portion and the cab frame. The utility vehicle furthercomprises a first door extending across at least a portion of the firstopening. The first door is coupled to the first frame member when thefirst frame member is coupled to at least one of the lower frame portionand the cab frame, and the first door is coupled to at least one of thelower frame portion and the cab frame when the first frame member isremoved from the utility vehicle. The utility vehicle also comprises asecond door extending across at least a portion of the second opening.The second door is coupled to the second frame member when the secondframe member is coupled to at least one of the lower frame portion andthe cab frame, and the second door is coupled to at least one of thelower frame portion and the cab frame when the second frame member isremoved from the utility vehicle.

In another embodiment, a utility vehicle comprises a frame; groundengaging members supporting the frame; an operator's compartment; apowertrain; a rear utility bed positioned rearward of the operator'scompartment; a bezel positioned adjacent an upper edge of the rearutility bed and being coupled to and removable from the rear utilitybed; and a conduit having a first end coupled to the powertrain and asecond end coupled to the bezel; wherein air is delivered to thepowertrain through the bezel and conduit to the powertrain.

In another embodiment, a utility vehicle comprises an operator'scompartment; at least one body panel member; a storage bin coupled tothe body panel member, and having first and second enclosures, the firstenclosure having a first panel with at least a partial transparentwindow.

In another embodiment, a utility vehicle comprises a frame; groundengaging members supporting the frame; an operator's compartment; apowertrain for driving the ground engaging members; and a rearsuspension comprising a trailing arm, the trailing arm being generallyhorizontally disposed.

In another embodiment, a utility vehicle comprises a frame; groundengaging members supporting the frame; an operator's compartment havingat least one seat comprised of a seat bottom and a seat back; and a fueltank positioned under the seat and extending to a forward most positionforward of a front of the seat bottom.

In another embodiment, a utility vehicle comprises a frame; groundengaging members supporting the frame; an operator's compartment; bodypanels at least partly defining the operator's compartment with seams ofthe body panels overlapping; a seat support frame positioned over theoverlapping portion; and a seat coupled to the seat support frame.

In another embodiment, a bypass shock comprises an elongate shockcylinder having a substantially tubular shaped body having a tubularwall, the body having an upper end and a lower end, at least twochannels extending within the tubular wall and between the upper andlower end, and each channel having a passageway communicating with aninterior of the body, where a first of the passageways is closer to theupper end than a second of the passageways; a piston positioned in thebody interior; a piston rod fixed to the piston and extending beyond oneof the upper and lower ends; an upper cap enclosing the upper end; alower cap enclosing the lower end; one of the upper and lower caps beingprovided with a first passage communicating with the first and secondchannels; a first check valve positioned in the first passage; andhydraulic fluid positioned in the cylinder between the piston and thecap containing the passage.

In another embodiment, a utility vehicle comprises a holder frameprofiled to hold a spare tire and rim; clamps for attachment of theholder frame to the vehicle; and retaining members for coupling theholder frame to the clamps; whereby the retaining members may be removedto remove the holder frame from the vehicle leaving the clamps, or theretaining members on one side thereof may be removed, allowing theholder frame to pivot about a second side.

In another embodiment, a seat for a utility vehicle comprises a seatbottom including a first portion, a second portion, and a third portion;first portion intermediate second and third portions and has a generallyflat orientation for supporting a driver; second and third portions areangled outwardly and upwardly relative to first portion in order toretain the operator and passenger on seat bottoms during operation ofthe vehicle; the first, second and third portions having an inner layersurrounded by a waterproof outer cover; and an outer coveringsurrounding the outer cover.

In another embodiment, a coupling assembly comprises a washer; adeformable shank having a head, a body portion and deformable wings; andfasteners.

In another embodiment, a vehicle comprises a frame; and a suspensionhaving lower alignment arms and upper alignment arms, having arms wherearm includes a radiused portion projecting an arm portion in arelatively horizontal position, the radiused portion defining apredefined buckling point in the suspension, where the alignment armbuckles rather than damaging the frame.

In another embodiment, a utility vehicle, comprises longitudinallyextending main frame tubes; front frame tubes; a U-shaped frame tube;frame tubes; suspension mounts coupled to the longitudinally extendingmain frame tubes, wherein front frame tubes are coupled to the U-shapedframe tube at a rearward end and to the longitudinally extending mainframe tubes at a forward end, and the frame tubes are coupled to theU-shaped frame tube at a forward end and extend rearwardly; a frontshock mounting bracket coupled to the U-shaped frame tube; suspensionarms coupled to the suspension mounts; and a shock absorber coupledbetween the front shock mounting bracket and the suspension arms.

In another embodiment, a utility vehicle comprises a frame; side by sideseats coupled to the frame and positioned in an operator's area; floorboard panels positioned below and forward of the side by side seats; atleast one a drain positioned in one of the floorboards and having adrain opening to allow fluids, dirt, and debris to exit the operatorarea when drain is open; and a cap that is removably coupled to thefloor board panels.

In another embodiment, a utility vehicle comprises a frame; an engine;an air intake system communicating air into the engine; dual borethrottle body couple between the air intake system and the engine; anoperator control for supplying fuel and air to the engine; and anelectronic throttle control system (1640) coupled to the operatorcontrol and electronically controlling the dual bore throttle body.

In another embodiment, a utility vehicle comprises a plurality of groundengaging members; a frame supported by the ground engaging members andincluding a lower frame portion and a cab frame coupled to the lowerframe portion to define an operator area; a seating area supportedwithin the operator area and including a driver seat and a passengerseat in a side-by-side arrangement; a first opening adjacent the driverseat and defined between the lower frame portion and the cab frame foringress and egress from the operator area; a second opening adjacent thepassenger seat and defined between the lower frame portion and the cabframe for ingress and egress from the operator area; a first doorextending across at least a portion of the first opening, the first doorbeing coupled to the frame; a second door extending across at least aportion of the second opening, the second door being coupled to the; andthe first and second doors being bowed outwardly and away from the seatsto increase the room in the seating area.

In another embodiment, a utility vehicle comprises a first plurality ofground engaging members; a second plurality of ground engaging members;a frame having at least one elongate frame tube assembly comprised ofplural sections, the frame supported by the first plurality of groundengaging members and the second plurality of ground engaging members,the plural sections including first frame tubes extending in a generallylongitudinal direction, and second frame tubes being angled relative thelongitudinal direction; a drive train supported by the frame; a frametube coupler removably coupling the frame tube sections at alongitudinal position from either end of the frame and between the firstplurality of ground engaging members and the second plurality of groundengaging members, wherein the frame tube coupler includes twointerengaging coupler members, each coupler member comprising an angledshank portion and a front face, the interengaging sections connecting toeach other to couple the frame tube sections, each interengaging sectioncomprising a complementary projection and a recess, the recess beingspaced apart from the projection, wherein the projection and the recessare both on a first side of the interengaging section, wherein theprojection of each of the interengaging sections is profiled for receiptwithin the recess of the other of the interengaging sections and thefirst side of one of interengaging coupler member faces the first sideof the other interengaging coupler member when the projection of each ofthe interengaging sections is received within the recess of the other ofthe interengaging sections.

In another embodiment, a utility vehicle comprises a frame; a cab frameenclosing a portion of the frame, and including front frame portions andrear frame portions; a visor coupled to the front frame portions; and awindshield assembly coupled to the front frame portions of the cab frameand positioned adjacent to the visor.

In another embodiment, a utility vehicle comprises a frame; a cab frameenclosing a portion of the frame, and including front frame portions andrear frame portions; and a windshield assembly coupled to the frontframe portions of the cab frame, the windshield assembly comprises awindshield and a clamp assembly clamping the windshield to the frontframe portions of the cab frame.

The above mentioned and other features of this invention, and the mannerof attaining them, will become more apparent and the invention itselfwill be better understood by reference to the following description ofembodiments of the invention taken in conjunction with the accompanyingdrawings, where:

FIG. 1 shows a front left perspective view of the vehicle of the presentdisclosure;

FIG. 2 shows a rear right perspective view of the vehicle of FIG. 1;

FIG. 3 shows a left side view of the vehicle of FIG. 1;

FIG. 4 shows a right side view of the vehicle of FIG. 1

FIG. 5 shows a top view of the vehicle of FIG. 1;

FIG. 6 shows a bottom view of the vehicle of FIG. 1;

FIG. 7 shows a front view of the vehicle of FIG. 1;

FIG. 8 shows a rear view of the vehicle of FIG. 1;

FIG. 9 shows a front left perspective view of the vehicle frame;

FIG. 10 shows a rear right perspective view of the vehicle frame;

FIG. 11 shows a top view of the vehicle frame;

FIG. 12 is a view similar to that of FIG. 9 showing the cab frameremoved;

FIG. 13 is a rear right perspective view of the vehicle frame of FIG.12;

FIG. 14 is a left front perspective view of the vehicle frame of FIG. 12in an exploded manner;

FIG. 14A shows an enlarged fragmented view of a portion of the vehicleframe of FIG. 14;

FIG. 15 is a rear right perspective view of the vehicle frame of FIG.14;

FIG. 16 shows a front left perspective view of a first portion of thevehicle frame of FIG. 12;

FIG. 16A shows an enlarged fragmented view of a portion of the vehicleframe of FIG. 16;

FIG. 17 is a rear right perspective view of the frame portion of FIG.16;

FIG. 18 shows a left front perspective view of the vehicle frame rearportion;

FIG. 19 shows a right rear perspective view of the vehicle frame portionof FIG. 18;

FIG. 20 shows an underside perspective view of the rear frame portionshowing the rear suspension mount;

FIG. 21 shows a front left perspective view of the front and rearportions of the vehicle frame being coupled together;

FIG. 22 shows the frame portions of FIG. 20 coupled together, and anauxiliary side frame;

FIG. 23 shows a perspective view of the couplers that retain the sideframe of FIG. 22 in position;

FIG. 24 is a cross-sectional view through lines 24-24 of FIG. 21, withthe retainers in a pre-locked position;

FIG. 25 shows the cross-sectional view of FIG. 24 with the retainers inthe locked position;

FIG. 26 shows a front left perspective of the cab frame;

FIG. 27 shows a rear right perspective view of the cab frame;

FIG. 28 shows a view similar to that of FIG. 26 showing the cab framecomponents in an exploded manner;

FIG. 29 shows a rear left perspective view of the vehicle rearsuspension;

FIG. 30 shows a rear underside perspective view of the rear suspensionshown in FIG. 29;

FIG. 31 shows the rear suspension of FIG. 29 exploded from the rearframe portion.

FIG. 32 shows the rear suspension in an exploded manner;

FIG. 32A shows a perspective view of the trailing arm of the rearsuspension;

FIG. 32B is a top view of the trailing arm of FIG. 33A;

FIG. 32C is an inside view of the trailing arm of FIG. 33A;

FIG. 32D shows an exploded view of the trailing arm of FIG. 33A;

FIG. 32E shows the shock coupling brackets for the trailing arm of FIG.33D;

FIG. 33 shows a side view of the rear suspension;

FIG. 34 shows a front left perspective view of the power train asinstalled in the frame;

FIG. 35 shows a view similar to that of FIG. 34 including the air intakesystem;

FIG. 36 is a top view of the engine intake and exhaust systems;

FIG. 37 is a perspective of the air intake system;

FIG. 38 is an exploded view of the air filter of the air intake systemof FIG. 37;

FIG. 39 shows the air inlet for the CVT air intake system of FIG. 35;

FIG. 39A shows an alternate air inlet for the CVT air intake system ofFIG. 35;

FIG. 40 shows a perspective view similar to that of FIG. 34 andincluding the exhaust system;

FIG. 41 shows a perspective view of the exhaust system;

FIG. 42 shows a rear perspective view of the exhaust system;

FIG. 43 shows an exploded and perspective view of the engine exhaustsystem;

FIG. 44 shows a rear perspective view of the frame and power train andincluding the engine cooling system;

FIG. 44A is an enlarged view of a retaining clip for the water coolinghoses;

FIG. 44B shows a perspective view of the retaining clip of FIG. 44A inan exploded manner;

FIG. 45 shows a front view of the vehicle grill;

FIG. 46 shows a rear perspective view of the grill of FIG. 45 andincluding the radiator and shroud;

FIG. 47 shows an exploded view of the assembly shown in FIG. 46;

FIG. 48 shows a front view of the radiator and shroud;

FIG. 49 is a front perspective view of the front suspension;

FIG. 49A is a view similar to that of FIG. 49 showing the components ofthe front suspension exploded;

FIG. 49B is a front left perspective view of a front suspension similarto that described in FIG. 49, having a torsion bar;

FIG. 50 is a front view of the vehicle frame and front suspension;

FIG. 51 is a rear left perspective view of the front left suspension;

FIG. 52 shows a front perspective view of the upper alignment arm of thefront suspension;

FIG. 53 shows a rear perspective view of the upper alignment arm of thefront suspension;

FIG. 54 shows a top view of the braking system;

FIG. 55 is front elevational view of a seating area having a driver seatand a passenger seat of the vehicle of the present invention;

FIG. 56 is a top elevational view of a seat bottom of the driver seat ofFIG. 55;

FIG. 57 is a cross-sectional view of the seat bottom of FIG. 56;

FIG. 57A is a cross-sectional view of an alternate seat bottom to thatof FIG. 56;

FIG. 58 is a rear perspective view of the driver seat of FIG. 55,including a seat frame and a seat base member;

FIG. 59 is a rear exploded view of the driver seat and seat frame ofFIG. 58;

FIG. 60 is a front exploded view of the driver and passenger seats andbase members of FIG. 58, and a seat mounting bracket of the frame;

FIG. 61 is a front exploded view of the driver seat, passenger seat, andseat mounting bracket of FIG. 60, including an alternative embodiment ofthe base members;

FIG. 61A is a rear perspective view of a bottom side of the base memberof FIG. 61;

FIG. 61B is a rear perspective view of the top side of the base memberof FIG. 61, showing the travel of a plate of the base member relative tothe frame of the base member;

FIG. 61C is a cross-sectional view of the seat frame and the base memberof FIG. 61;

FIG. 62 is a front exploded view of the driver and passenger seats andseat mounting bracket of FIG. 61, including an alternative embodiment ofthe base member;

FIG. 62A is a cross-sectional view of the seat frame and the base memberof an alternative embodiments;

FIG. 63 is a front elevational view of the seating area, showing thedriver seat and the passenger seat having seat belts;

FIG. 64 is a front elevational view of the seating area of FIG. 63,showing the driver seat and the passenger seat with an alternativeembodiment of the seat belts;

FIG. 65 is a front elevational view of the seating area of FIG. 64,showing the driver seat and the passenger seat with a furtheralternative embodiment of the seat belts;

FIG. 66 is a front elevational view of the seating area of FIG. 65,showing the driver seat and the passenger seat with another alternativeembodiment of the seat belts;

FIG. 67 is a side perspective view of a door assembly of the vehicle ofthe present invention;

FIG. 68 is an exploded view of the door assembly of FIG. 67;

FIG. 69 is an exploded view of a frame, a hinge assembly, and a latchassembly of the door assembly of FIG. 68;

FIG. 70 is an exploded view of an alternative embodiment of the doorassembly of FIG. 67;

FIG. 71 is a side perspective view of an alternative embodiment of thedoor assembly of FIGS. 67 and 70;

FIG. 72 is a top elevational view of the door assembly;

FIG. 73 is a cross-sectional view of a frame tube of a cab frame sectionof the vehicle of the present invention;

FIG. 74 is a rear perspective view of a passenger grab bar;

FIG. 75 is an exploded view of the passenger grab bar of FIG. 74;

FIG. 76 is a cross-section view of the passenger grab bar of FIG. 74;

FIG. 77 is a rear perspective view of the operator area of the vehicleof the present invention, including a steering wheel assembly, thepassenger grab bar of FIG. 74, and operator controls;

FIG. 78 is a side view of the steering wheel assembly of FIG. 77;

FIG. 79 is a rear perspective view of an accelerator pedal assembly ofthe vehicle of the present invention;

FIG. 80 is a side view of the accelerator pedal assembly of FIG. 79;

FIG. 81 is a rear perspective view of the operator area of FIG. 77;

FIG. 82 is an exploded view of a floor drain within the operator area ofFIG. 77;

FIG. 83 is a side view of a shifter boot of the operator controls ofFIG. 77;

FIG. 84 is a rear perspective view of a light and a storage compartmentwithin the operator area of FIG. 77;

FIG. 85 is a schematic view of an electrical system of the vehicle ofthe present disclosure;

FIG. 86 is a front perspective view of a winch assembly positioned atthe front end of the vehicle of the present invention;

FIG. 87 is an exploded view of the winch assembly of FIG. 86;

FIG. 88 is a side view of the winch assembly of FIG. 86;

FIG. 89 is rear perspective view of body panels coupled to the frame ofthe vehicle of the present invention with connectors;

FIG. 90 is an exploded view of the connectors and body panels of FIG.89;

FIG. 91A is a perspective view of a connector of FIG. 90;

FIG. 91B is a further perspective view of the connector of FIG. 91A;

FIG. 91C is a top view of the connector of FIG. 91A;

FIG. 92 shows a front left perspective view of a second embodiment ofthe vehicle of the present disclosure;

FIG. 93 shows a rear right perspective view of the vehicle of FIG. 92;

FIG. 94 shows a left side view of the vehicle of FIG. 92;

FIG. 95 shows a right side view of the vehicle of FIG. 92;

FIG. 96 shows a top view of the vehicle of FIG. 92;

FIG. 97 shows a bottom view of the vehicle of FIG. 92;

FIG. 98 shows a front view of the vehicle of FIG. 92;

FIG. 99 shows a rear view of the vehicle of FIG. 92;

FIG. 100 is a partially fragmented view of the operator's compartment ofthe vehicle of FIG. 92;

FIG. 101 is a view similar to that of FIG. 100 showing just the bodypanel portions exploded away from each other;

FIG. 102 is a rear perspective view of the sealed bin shown in FIG. 101;

FIG. 103 is a view similar to that of FIG. 102 showing the components ofthe sealed bin exploded away from one another;

FIG. 104 is a view similar to that of FIG. 103 showing a right frontperspective view;

FIG. 105 is a cross-sectional view of the sealed bin of FIG. 102 takenthrough the center of the bin;

FIG. 106 is a view similar to that of FIG. 100 showing the assembly ofthe front frame to the vehicle frame;

FIG. 107 is a view similar to that of FIG. 106 showing the hood and bodypanels removed from the vehicle;

FIG. 108 is a view similar to that of FIG. 107 showing the frameexploded away from the vehicle;

FIG. 109 is a front perspective view of the fuel tank mounted to thevehicle frame;

FIG. 110 shows a top view of the passenger's seat showing the locationof the fuel tank;

FIG. 111 is a view similar to that of FIG. 109 showing the variouscomponents exploded away from each other;

FIG. 111A is an underside perspective view of the fuel tank;

FIG. 111B is a transverse cross-sectional view of the fuel tank asmounted to the frame;

FIG. 112 is a top perspective view showing the floorboard in positionover the fuel tank;

FIG. 113 shows an exploded view of the panels that make up theoperator's compartment;

FIG. 114 shows the seat support exploded away from the assembled panels;

FIG. 115 is a cross-sectional view through lines 115-115 of FIG. 14;

FIG. 116 is a side plane view of the left-hand door;

FIG. 117 is a cross-sectional view through lines 117-117 of FIG. 116,when the door is in the closed position;

FIG. 118 is a view similar to that of FIG. 117 showing a door in themaximum open position;

FIG. 119A is a view similar to that of FIG. 67 showing an additionalaccessory lower panel attached to the door;

FIG. 119B is a view from the inside of the door as shown in FIG. 119A:

FIG. 120A is an alternate door skin available for use with the doorframe as shown in FIG. 119B;

FIG. 120B is a view from the inside of the door as shown in FIG. 120A;

FIG. 121 shows an exploded view of a rear air intake bezel;

FIG. 122 shows a front perspective view of the engine and CVT;

FIG. 123 shows the bezel removed and the air duct in position;

FIG. 124 is a cross-sectional view through lines 124-124 of FIG. 123;

FIG. 125 is an underside perspective view of the utility bed;

FIG. 126 is a rear perspective view similar to that of FIG. 125 showingthe brackets exploded away from the utility bed;

FIG. 126A is a rear perspective view similar to that of FIG. 126 showingan alternative reinforcing bracket;

FIG. 126B is a rear perspective view similar to that of FIG. 126 showingan alternative heat shield;

FIG. 127 is a forward perspective view of the access panel removedthrough the rear floor of the utility bed showing access to variousvehicle components;

FIG. 128 shows a front perspective view of the utility bed with theshock reservoirs coupled to the cab frame;

FIG. 129 shows a top view of the utility bed;

FIG. 130 shows an access panel removed to access the shocks;

FIGS. 131 and 132 show an access panel intermediate the driver andpassenger seats for access of various engine components;

FIG. 133 shows a visor member attached to a front portion of the cabframe;

FIG. 134 shows the visor of FIG. 133 exploded from the cab frame;

FIG. 135 shows an underside perspective view of the visor coupled to thecab frame;

FIG. 136 shows an accessory roof coupled to the cab frame;

FIG. 137 shows an underside perspective view of the roof exploded fromthe cab frame;

FIG. 138 shows a cross-sectional view of the roof coupled to the cabframe;

FIG. 139 shows an accessory spare tire bracket coupled to the rear ofthe cab frame;

FIG. 140 shows the tire bracket of FIG. 139 in perspective view;

FIG. 141 shows a front perspective view of the steering gear coupled tothe frame;

FIG. 142 shows a front perspective view of the steering gear removedfrom the frame;

FIG. 143 is a perspective view of the engine mounted to the frame;

FIG. 144 shows an exploded view of the engine and an engine coupler;

FIG. 144A is a perspective view of the engine mounted to the frame viaan alternative engine coupler;

FIG. 145 shows a perspective view of the front and rear suspensionassemblies;

FIG. 146 shows an exploded view of the needle shock of the frontsuspension assembly;

FIG. 147 shows a perspective view of an externally regulated bypassshock;

FIG. 148 shows a perspective view similar to that FIG. 147 from adifferent angle;

FIG. 149 shows another perspective view of the shock of FIG. 147;

FIG. 150 shows in phantom view the internal passageways of the shock capand shock outer casing;

FIG. 151 is a perspective view showing the cap removed from the shockcasing;

FIG. 152 shows a view similar to that of FIG. 150 showing the entirelength of the shock casing;

FIG. 153 shows a view similar to that of FIG. 152 from a differentangular perspective;

FIG. 154 shows a cross-sectional view through the shock reservoir.

FIG. 155A is a view similar to that of FIG. 152 which shows the fluidflow diagrammatically;

FIG. 155B is a view similar to that of FIG. 153 which shows the fluidflow diagrammatically;

FIG. 156 is an underside perspective view of an intrusion bar coupled tothe cab frame;

FIG. 157 is an exploded view of the intrusion bar assembly;

FIG. 158 shows a rear windshield coupled to a rear portion of the cabframe;

FIG. 159 shows an opposite side view of the rear windshield shown inFIG. 158;

FIG. 160 shows an exploded view of the windshield of FIG. 158;

FIG. 161 shows a front windshield for the utility vehicle;

FIG. 162 shows a cross-sectional view through lines 162-162 of FIG. 161;

FIG. 163A shows an inside view of the windshield lower corner as takenfrom arrow 163A in FIG. 161;

FIG. 163B shows an upward view of the windshield lower corner of FIG.163A;

FIG. 164 is a cross-sectional view through lines 164-164 of FIG. 161;

FIG. 165 is an exploded view of the windshield assembly taken from arear side thereof;

FIG. 166 is a cross-sectional view similar to that of FIG. 164 for analternate embodiment where the latching members are aluminum;

FIG. 167 is a front left perspective view of an alternative windshieldhaving multiple positions;

FIG. 168 is a close-up view of the windshield slider;

FIG. 169 is a close-up view of the windshield in the vented position;

FIG. 170 is a top view of the rear clamp; and

FIG. 171 is a view of the windshield in the fully opened position.

Corresponding reference characters indicate corresponding partsthroughout the several views. Although the drawings representembodiments of the present invention, the drawings are not necessarilyto scale and certain features may be exaggerated in order to betterillustrate and explain the present invention.

The embodiments disclosed below are not intended to be exhaustive or tolimit the invention to the precise forms disclosed in the followingdetailed description. Rather, the embodiments are chosen and describedso that others skilled in the art may utilize their teachings. Forexample, while the following description refers primarily to UVs,certain features described herein may be applied to other applicationssuch as ATVs, snowmobiles, motorcycles, mopeds, etc.

With reference first to FIGS. 1-6, the vehicle of the present disclosurewill be described. The vehicle is shown generally at 10 and is commonlyreferred to as an all terrain vehicle (ATV), a side-by-side vehicle(SxS) or a utility vehicle. As shown, vehicle 10 generally comprises aframe 12 (FIG. 3) supported by ground engaging members 14 and 16. Asshown in this disclosure, ground engaging members 14 and 16 arecomprised of wheels 18 and tires 20; and wheels 22 and tires 24. Vehicle10 further comprises a drive train 30 (FIG. 3) operatively connected toframe 12 and drivingly connected to one or more of the ground engagingmembers 14, 16. In the present disclosure, the drivetrain 30 iscomprised of a fuel-burning engine and transmission combination,together with a driveshaft extending between the drivetrain and both ofthe front and rear ground engaging members 14, 16, as described ingreater detail herein. However, any drivetrain could be contemplatedsuch as hybrid, fuel cell or electric. The drivetrain 30, the front andrear suspension assemblies, and steering assemblies are more thoroughlydescribed in our pending application Ser. No. 11/494,891 filed Jul. 28,2006 and Ser. No. 11/494,890 filed Jul. 28, 2006, the subject matter ofwhich is incorporated herein by reference.

As shown in FIGS. 1-4, vehicle 10 further includes a body portion orchassis shown generally at 40 to include a hood 42, front fender 44,dash 46, sideboard 48, front floorboard 50, rear sideboard 52 and rearcargo area 56. As also shown, vehicle 10 is comprised of operator orseating area 60, having a driver seat 62 and a passenger seat 64. Asshown best in FIG. 3, driver seat includes a seat back 62 a and a seatbottom 62 b, while passenger seat 64 (FIG. 4) includes a seat back 64 aand a seat bottom 64 b. Furthermore, vehicle 10 includes operatorcontrols shown generally at 68, which includes controls for steering,acceleration and braking, as described further herein. Vehicle 10 alsoincludes a front suspension 70 and a rear suspension 72.

With respect now to FIGS. 9-28, frame 12 will be described in greaterdetail. Frame 12 is generally comprised of a main frame section 80,front frame section 82, and cab frame section 84, where the sections areinterconnected by way of couplers 86, 87, 88, 90 and 92. In addition toproviding the structural rigidity for the vehicle, frame 12 providesmounting accessories for mounting various vehicle components. Withreference now to FIGS. 9-18, front section 82 includes a frontsuspension mount 100, steering mount 104 (FIG. 13), controls mount 108(FIG. 10), and front differential mount 110 (FIG. 9). Rear section 80includes engine mount 120 (FIG. 10), rear differential mount 122, rearsuspension mount 124, and seating mount 126. In general it should benoted that frame 12 is comprised of substantially round tubes whichincreases the strength of the frame and decreases the weight. Couplers86, 87, 88, 90 and 92 could be as disclosed in U.S. Pat. No. 8,328,235;or as disclosed in co-filed patent application Ser. No. 61/829,434; thesubject of which are incorporated herein by reference.

With reference now to FIGS. 9-11, frame 12 will be described in greaterdetail. As shown best in FIG. 11, frame 12 includes longitudinallyextending frame tubes 150 having a lengthwise portion 150 a and rearangled portions 150 b and front angled portions 150 c. Frame tubes 150couple with frame tubes 152 via couplers 87. Main frame section 80further includes outer frame rails 154 (FIG. 9) having longitudinalsection 154 a and upright portion 154 b. The frame further includesframe tube portions 156 (FIG. 9) including portions 156 a, uprightportions 156 b, and inclined portions 156 c. Frame tubes 152 and 156 arecoupled together by way of frame tubes 158. Frame tubes 154 and 156 arecoupled together by way of couplers 86 as described herein. Frame 12also includes side frame tubes 160 having longitudinal sections 160 aand upwardly inclined portions 160 b, which intersect and connect withupright portions 154B of outer frame tubes 154. Frame 12 also includesframe tube 162, which couples with upright portion 156 b of frame tube156 and which is coupled to frame tube portion 160A by way of couplers88 (FIG. 9). Side tube 164 is coupled to coupler 90 at a top end thereofand to frame tube 160 at a lower end. side tube 164 includes hingecomponents 164 a and 164 b as further described herein.

With reference now to FIGS. 14-16, front frame portion 82 will bedescribed in greater detail. As shown best in FIG. 16, frame tubes 156extend upwardly to connect with U-shaped frame tube 170 where U-shapedportion 170 includes a center section 170 a, inclined sections 170 b,and upwardly and rearwardly extending section 170 c. As shown best inFIG. 14, frame tube 176 extends upwardly from frame tube 162 to connectwith frame tube portion 170 c. Mounting brackets 180 having mountingapertures 180 a are coupled to and connect frame tubes 156, 176, andassist in the mounting of upper front frame section 190, as describedherein. With reference to FIG. 16, front frame portion 82 furtherincludes front frame tubes 200 having tube portions 200 a coupled toframe tube portions 170 b of frame tube 170; tube portions 200 b, anddownwardly and inwardly angled tube portions 200 c, which couple with afront end of frame tubes 152. Frame tubes 202 also extend upwardly fromframe tubes 152 and couple with frame tubes 170 at tube portions 170 a.Furthermore, channel portions 204 extend upwardly and rearwardlycoupling frame tubes 152 with frame tubes 202.

With reference now to FIG. 16A, front suspension mount 100 will bedescribed in greater detail. As shown in FIG. 16A, channel portions 210and 212 straddle frame tubes 152 defining sidewalls 210 a and 212 a,each having mounting apertures 210 b and 212 b for mounting a lowercontrol arm of the front suspension as described herein. As also shownin FIG. 16A, channel portion 220 straddles frame tubes 202 and defines afront face at 220 a having a mounting aperture at 220 b. Channels 222extend between channel 220 and channel 204 and retain a plate portion224 defining an aperture at 224 a. Bracket 230 straddles frame tubeportions 200 c and defines a tab portion 230 a extending beyond frametube 200 c having an aperture at 230 b. Bracket 230 also defines anupper horizontal wall at 230 c defining apertures at 230 d as describedherein. Bracket 240 straddles frame tube portions 200C on a front sidethereof and defines plate portions 240 a extending beyond frame tubeportions 200 c and defines apertures at 240 b. It should be appreciatedthen that apertures 220 b, 224 a; and 230 b, 240 b define a mountinglocation for an upper control arm of the front suspension as describedherein.

Bracket 240 also includes upper flanges 240 c having mounting apertures240 d as described herein. With reference still to FIG. 16A, upperchannel 250 flanks tube portion 170 a of frame tube 170 definingparallel plate portions 250 a having mounting apertures 250 b formounting a top end of a shock absorber of front suspension 70 asdescribed herein. Channel portion 250 also defines an upper wall 250 chaving mounting apertures 250 d as described herein. As shown best inFIGS. 16a and 17, control mount 260 is shown. Control mount 260 has afront wall 260 a coupled to frame tube 202 having fasteners 260 b (FIG.17) surrounding an opening 260 c. Bracket 260 d extends rearwardly fromfront wall 260 a including mounting apertures 260 e.

Front frame portion 82 includes further additional brackets such as 270(FIG. 14), 280 (FIG. 16A), 282 (FIG. 16A) and 284 having mountingapertures 284 a (FIG. 16A). Lower plate 290 (FIG. 16A) is coupled to alower portion of frame tubes 152 and includes a mounting aperture 290 a.Channel 292 also couples frame tube portions 152 and includes a mountingaperture at 292 a.

With reference again to FIGS. 14 and 17, upper frame portion 190includes a transverse tube 300; transverse channel 302 where tube 302and channel 302 are coupled by way of cross tube 304 and steering mount306. Steering mount 306 includes a plurality of mounting apertures at306 a. Mounting tubes 308 extend downwardly from tube 300 and includemounting brackets at 310 and have mounting apertures at 310 a. It shouldbe appreciated that channel 302 overlies brackets 270 and that brackets310 overlie brackets 180 (FIG. 17) with fasteners 312 positioned throughapertures 310 a, 180 a. Brackets 320 (FIG. 17) extend rearwardly fromtubes 308 and include a flange 322 having fasteners 324 and a mountingtab 326 having a mounting aperture at 326A. Front frame portion 82further includes mounting tabs 330 and 332.

With reference now to FIGS. 14-15 and 18-20, rear frame portion 80 willbe further described. As shown in FIG. 18, rear frame portion 80 furtherincludes a truss portion 350 positioned between tube portions 154 a and160 a. Truss portions 352 extend between frame tubes 150 and 154, andtrusses 354, 356 (FIG. 14) extend between frame tubes 150. A cross tube358 extends between frame tube 150 and frame tubes 154. With respect nowto FIG. 14a , mount portions 360 are coupled to frame tube 160 providinga mounting aperture at 360 a and mounting bracket 362 is providedcoupled to frame tubes 152 providing a mounting aperture at 362 a.

As shown in FIG. 18, rear frame portion 80 further includes frame tubes370 coupled to frame tubes 150 at a lower end thereof and to a crosstube 372 at an upper end thereof. Cross tube 372 also couples betweenupper portions 154 b of frame tubes 154. Cross tube 374 extends betweenframe tubes 370 providing mounting apertures 374 a and 374 b. Rear frametubes 380 extend from cross bar 372 rearwardly and relativelyhorizontally through frame tube portions 380 a and are then bentdownwardly and inwardly at tube portions 380 b to couple with rearportions 150 b of frame tubes 150. Rear channel 390 and rear plate 392(FIG. 14) extend between frame tube portions 380 b of frame tubes 380.

As shown in FIG. 18, rear differential mount 122 is defined by plate 392for mounting rear differential of the power train as described herein.As shown best in FIGS. 14a and 18, engine mounting brackets 402 areprovided coupled to frame tubes 150 having mounting apertures at 402 a.As shown in FIG. 19, an upper shock mount 410 is defined as a gusset atthe intersection of frame tubes 380 and 370 defining a mounting aperture410 a for a shock absorber as described herein. As shown in FIG. 20,rear suspension mount 124 is defined by channel 412 coupled betweencross tube 358, having mounting apertures at 414.

In a like manner, brackets 416 (FIG. 19) are provided at an upper sideof frame tube 380A and defining mounting apertures at 416 a for mountingof cab frame 84 as described herein. With reference again to FIG. 14,rear frame portion 80 includes seating mount 126, mounting strap 430 forutility box 56, muffler bracket 432 and skid plate 434. With referencestill to FIG. 14, seating bracket 126 includes a front channel at 440including mounting apertures at 440 a. Bracket 126 further includes arear frame tube at 442 having seat mounting pins at 444. Front channel440 also includes seat mounting hooks at 440 b. A control mountingbracket 450 is positioned laterally intermediate mounting portions 440 bas further described herein.

As shown best in FIGS. 18 and 19, seat mounting bracket 126 is showncoupled to rear frame portion 80 with channel 440 positioned overmounting brackets 360 (FIG. 14a ) and with a fastener 460 positionedthrough apertures 440 a into apertures 360A (FIG. 14a ). In a likemanner, rear tube 442 sits atop brackets 362 with fasteners 462positioned through apertures 442 a (FIG. 14) and into apertures 362 a(FIG. 14a ).

Strap 430 includes mounting arms 470 (FIG. 14) having mounting aperturesat 470 a and a lower support member at 472. Strap 430 is shown in themounted position in FIGS. 18 and 19 with fasteners 474, coupling strap430 to upper arms 380. Muffler mount 432 is also shown in FIG. 19 in acoupled position to rear frame tube portions 380 b and has a cross tube432 a having mounting apertures at 432 b.

As shown in FIG. 18, rear frame portion 80 further includes variousother mounting brackets, namely, front mounting brackets 490 coupled toframe tube portions 150 a, brackets 492 coupled to frame tube portions155 b, brackets 494 coupled to frame tube 160, and mounting brackets 496are coupled to frame tubes 370.

As previously mentioned, frame portions 80 and 82 are coupled togetherby way of couplers 86, 87, and 88, and this is shown in exploded fashionin FIG. 21. Couplers 87 include an inline coupler 87 a and an angledcoupler 87 b. The couplers 87 b include an angled shank portion 500having a front face at 502 having protrusions 504, recesses 506, andapertures at 508. In a like manner, coupler 87 a includes a face 512,projection 514, recess 516, and aperture 518. It should be appreciatedthat the couplers 57 a and 57 b couple together with the two faces 502,512 in a planar manner with projections 504 received in recesses 516 andwith projections 514 received in recesses 506. This allows fasteners 520and 522 to couple together frame tubes 150 and 152.

Frame tubes 154 and 156 are coupled together in a like manner by way ofcouplers 86. Couplers 86 are identical having a front face 522,projection 524, recess 526, and aperture 528. It should be appreciatedthat the couplers 86 are positioned with their respective faces 522 in aplanar manner with respective projections 524 received in respectiverecesses 526 of the opposite coupler 86. Thus fasteners 530, 532 fastenthe couplers 86 together coupling frame tubes 154 and 156.

Finally, frame tubes 160 and 162 are coupled together by way of theirrespective couplers 88. Couplers 88 are also identical having a frontface 532, projection 534, recess 536 and aperture 238. Couplers 88 arepositioned with their respective faces 532 in a planar manner withrespective projection 534 received in a respective recess 536. Fastener540 is receivable through apertures 538 to receive fasteners 542 andfasten couplers 88 together thereby coupling frame tubes 160, 162together.

With reference now to FIGS. 22-25, an optional outer guard 562 isdescribed which may be coupled to a side of frame 12, and namely toframe tubes 154, 156. Guard 560 includes a longitudinal tube portion 562and a rearward tube 564. Guard 560 includes frame tube couplers 566 a,566 b, and 566 c. Apertures 568 a, 568 b, and 568 c align with aninternal cylindrical volume of each of the coupling tubes 566 a, 566 b,and 566 c, respectively. A coupling assembly 570 (FIG. 23) includes acontoured washer 572, a deformable shank 574, and fasteners 576, 578.Contoured washer 572 has an outer diameter at 572 a having an arcuatelycurved face at 572 b providing extreme most points at 572 c in order tolie flushly against the outer cylindrical surface of frame tubes 154,156. Contoured washer 572 further includes a front face at 572 dopposing curved surface 572 b and includes an inner diameter at 572 ehaving flat portions at 572 f and a shoulder at 572 g. An internaldiameter is provided at 572 j.

Deformable shank 574 includes a head at 574 a having an internaldiameter 574 b interrupted by flat portions 574 c and an outer diameterportion 574 d interrupted by flat portions 574 e. Deformable wings 574 fextend from a body portion 574 g.

Fastener 576 includes a bolt head 576 a having a shoulder portion 576 bhaving an inner face at 576 c and a threaded portion at 576 d. Fastener578 has a cylindrical body at 578 a having flats at 578 b, and internalthreads at 578 c. A head 578 d defines a camming surface at 578 e (FIG.24).

As shown best in FIG. 24, tube coupler 566 b is attached to contouredwasher 572 by way of an end of tube 566 b fitting within undercutportion 572 k on washer 572. The coupling assembly 570 may bepreassembled such that the deformable shank 574 is positioned withincontoured washer with the head 574 a abutting the shoulder 572 g andwith diameters 574 d and 572 e and flats 574 e, 572 f in complementaryrelationship. This positions the deformable wings 574 beyond thecontoured washer 572 and allows fasteners 576 and 578 to be threadablyreceived on opposite sides of the deformable shank 574 (FIG. 24). Thusthe tube 566 b and the coupler assembly 570 may be positioned through anaperture 580 (FIG. 24) of frame tube 150 with flange 566 in abuttingrelationship with frame tube 150.

Fastener 576 is thereafter tightened down which draws the two fasteners576 and 578 together. A tool such as a wrench is not required on theinside of frame tube 150 due to the corresponding flats 578 b, 574 c and574 e and 572 f together with the contour of the arcuate surface 572 bof contoured washer 572. Thus the camming surface 578 is drawn into thedeformable wings 574 as shown in FIG. 25 deforming the wings outwardlyand pinching the wings to aperture 580 locking the entire assembly toframe tubes 150.

With reference to FIGS. 26-28, cab frame 84 will be described in greaterdetail. With reference first to FIGS. 26 and 27, cab frame 84 includes afront portion 600, rear portion 602, and rear supports 606. As shownbest in FIG. 28, front portion 600 includes first and second frameportions 610, 612 coupled together by way of a cross bar 614. Frameportions 610 and 612 each include tube portions 610 a, 612 a, whichwould extend forward of the operator and be coupled to the frame. Frameportion 610 and 612 further include longitudinally extending sections610 b and 612 b, which extend rearwardly and over the operator's head.Corresponding brackets 616 on frame portion 610, 612 and correspondingbrackets 618 on cross tube 614 allows coupling together to define thefront frame portion 600. Frame tube portion 610 further includes rearbrackets 620 for coupling tube rear frame portion 602.

Rear frame portion 602 includes a U-shaped tube 622 defined by alaterally extending tube portion 622 a and downwardly extending tubeportions 622 b having ends at 622 c. Radiused portions 622 d extendbetween 622 b and 622 c. The cross tube 624 couples tube ends 622 c andretains couplers 90 a thereto. Brackets 630 face forwardly to couplewith bracket 620. Rear brackets 632 face rearwardly to couple with rearsupport arms 606.

Rear support arms 606 include rearwardly and downwardly extendingsections 606 a having couplers 94 at the lowest most end and tubeportions 606 b having brackets 640 facing forwardly, and profiled tocouple with brackets 632. As assembled, and as best shown in FIG. 11,tube portions 610 b, 612 b angle inwardly along lines 644 as theyproject rearwardly. This provides an offset with the overhead portion ofthe cab frame 84 allowing better ingress/egress.

With reference now to FIGS. 29-32E, rear suspension 72 will be describedin greater detail. Rear suspension 72 is a trailing arm type suspensiongenerally comprised of rear trailing arms 650, radius arms 652 a, 652 b,torsion bar or sway bar 654, and shock absorbers 656. Trailing arms 650couple to spindles 658, which in turn hold wheel hubs 660 and brakediscs 662. With reference now to FIGS. 32-32D, the details of thetrailing arm suspension components will be described in greater detail.

As shown in FIG. 32A, trailing arms 650 includes a generallylongitudinally extending channel portion 670 having a link arm 672 at afront end thereof including a front coupling 674. Trailing arm 650further includes a rear bracket 680 defining a mounting face at 682having mounting apertures 684. As shown, face 682 defines an openedended aperture at 686 as described herein. Trailing arm 650 furtherincludes a first bracket 690 having mounting apertures 692, and a secondbracket 694 having mounting apertures 696.

With reference to FIG. 32D, channel portion 670 includes a first portion670 a and a second portion 670B, the two portions having an interfacingmiter cut at 670 c, with the two portions 670 a, 670 b being weldedtogether at the seam. Bracket 680 also includes a cutout portion at 680a which is profiled to overlap channel second portion 670 b, where it iswelded in position. A rear brace 698 is provided having first and secondplate portions 698 a, 698 b for coupling to and bracing the two portions670 a, 670 b.

As best shown in FIG. 32E, bracket 690 includes a struck tab 690 a whichupstands and provides protection to brake line 699, should fastener 690b fail. In a like manner, bracket 694 includes a struck tab 694 a whichupstands and provides protection to brake line 699, should fastener 694b fail.

With reference to FIG. 32, alignment arms 652 include outer couplings700 and inner couplings 702. Connector plate 704 includes apertures 706in alignment with inner couplings 702 of lower radius arms 652 a andupper apertures 708 in alignment with couplers 702 of upper radius arms652 b. Spindle 658 includes flange 710 having mounting apertures at 710a profiled to align with apertures 684 for mounting thereof. Spindle 658also includes threaded apertures 710 b extending rearwardly and profiledto couple with outer couplings 700 of alignment arms 652. Spindle 710also includes a central opening at 710 c, which is profiled to receive astub shaft or half shaft (not shown) in order to drive hub 660. Due tothe open aperture 686, the stub shafts may be removed without theremoval of the trailing arms 650.

With respect to FIG. 32, torsion bar 654 includes a laterally extendingshaft portion 720 and longitudinally extending arm portions 722 havingmounting apertures at 724. Link arm 730 includes an upper coupler 732for coupling at aperture 724 and a lower coupler 734 for coupling tobracket 690. Clamps 740 are provided together with bearings 742 to clamptorsion bar to the frame as described herein. Shock absorbers 656include a shock absorber portion 750 with an over spring 752. As shown,shock absorber portion 750 is a gas assist shock having a gas canisterat 754. In the embodiment shown, rear shocks 656 are Walker Evans partnumber 7043983. Shock absorber 750 has a lower coupling at 760 formounting to bracket 694 and an upper coupler 762 for mounting to frame12 as described herein.

As shown in FIG. 30, trailing arms 650 are coupled to frame 12 by way offasteners 770 extending through channel member 412 (through apertures414, FIG. 20) and through coupling 674 (FIG. 32) of trailing arm 650.This allows trailing arms 650 to pivot upwardly and downwardly about apivot axis which is transverse to a longitudinal direction of thevehicle. Trailing arms 650 are coupled to each other by way of thetorsion bar 654 as clamps 740 retain the torsion bar to frame bracket494 and links 730 are coupled between each torsion bar 650. Radius arms652 maintain trailing arms 650 in a laterally fixed manner by way ofconnection to the spindles and to frame plate 392 by way of fasteners772 through connector plate 704. Shock absorbers 656 are fixed at anupper end to bracket 410 by way of fasteners 774 and are fixed at alower end to trailing arm 650 by way of fasteners 776 connected tobracket 694. Canisters 754 are coupled to cab frame tubes 606 a.

As shown in FIG. 33, trailing arms 650 are shown in an unsprung, steadystate position where trailing arm 650 is substantially horizontal toaxis 780. This maximizes the ground clearance 782 between the ground andthe bottom of trailing arm 650.

With reference now to FIG. 33, a second embodiment of rear suspension isshown incorporating a second shock absorber 790. Thus trailing arm 650includes an additional bracket 792 and an alternate upper bracket 794 isprovided to accommodate the upper ends of both shocks 656 and 790.

With reference now to FIG. 34, frame 12 is shown having a power traininstalled therein. As shown, power train 800 is comprised of an engine802, transmission 804, which may include a continuously variabletransmission (CVT), and a rear differential 806. A rear drive 808 isprovided between transmission and rear differential 806. A front driveshaft 810 is provided between transmission 804 and front differential812. Engine 802 is mounted to frame 12 by way of an engine mount 814coupled to engine 802 and to frame 12 at brackets 402. Engine mount 814is similar in nature to that described in Applicants' patent applicationSer. No. 13/370,139, the subject matter of which is incorporated hereinby reference.

With reference now to FIG. 35, engine air intake system 820 is comprisedof an air filter 822, ducting 824, air filter 826, and air intake duct828. A CVT cooling duct is also provided at 830 drawing ambient air toCVT transmission 804 for cooling purposes. Air intake system 820 and CVTcooling 830 is similar in nature to that described in applicants Ser.No. 12/849,480, the subject matter of which is incorporated herein byreference.

With reference now to FIG. 36, air intake system 820 is shown in planview connected to engine 802. As shown, air manifold 822 is connected tothrottle bodies 840, which in turn are directly connected to engine 802.Air filter 826 includes mounting tabs 846 having apertures at 846 a forcoupling with apertures 374 a (FIG. 18) of cross tube 374 for mountingpurposes.

As shown in FIGS. 37 and 38, air filter 826 includes a fixed housing 850and a removable lid 852, the lid being fixed in place by binding clips854. As shown in FIG. 38, air filter 826 includes an air filter canister860 having an inlet end 862 and an outlet end 864. Outlet end 864couples with duct coupling 866 and intake end couples with intakeaperture 868. Filter canister is positioned in housing 850 and isaligned by way of stand-offs 870, 872. The air inlet for the CVT coolingair is shown at 880 in FIG. 39, where inlet 880 draws air from anoutside of utility box. Alternatively, the air inlet may include a rearair inlet 880′ which draws air from inside the utility box. The airinlet for the engine air intake is shown at 882 in FIG. 4.

The engine exhaust is shown generally at 900 in FIGS. 36 and 40. Theengine exhaust 900 includes an exhaust manifold 902 having a casting 904with flanges 906, 908 coupled to the exhaust ports of the engine 802.Exhaust system 900 further includes a rearwardly extending section 910and muffler 912. As shown best in FIG. 43, manifold portion 902 includesexhaust tube portions 920 and 922, as well as, upper heat shield 924 andlower heat shield 926. As shown, exhaust tube portion 920 is coupled toexhaust port 908 and exhaust tube portion 922 is coupled to exhaust port906. Exhaust tube portion 922 includes a first radiused portion 930angled outwardly from exhaust port 906, which transitions into astraight section 932 extending laterally of port 906. Exhaust tubeportion 920 includes a radiused section 938, which extends laterally andupwardly to an inclined section 940, which then transitions into astraight section 942 extending over the top of straight section 932.This allows for a simplified heat shield comprised of upper and lowerheat shields 924 and 926 to be positioned there over for shielding theheat from the exhaust tube portions 920, 922.

More particularly, heat shield 924 includes an inverted U-shaped body950 having a neck down section at 952 and a semi-cylindrical covers at954 and 956; the semi-cylindrical covers 954, 956 conforming to overlieradiused portions 938, 930, respectively. Lower heat shield portion 926includes a U-shaped body portion 960 having a necked down section 962and semi-cylindrical covers at 964, 966. It should be appreciated thatupper and lower heat shielding members 924, 926 cooperate together suchthat semi-cylindrical portions 954, 960 cover radius portion 938 andsemi-cylindrical portion 956, 966 cover radius portions 930. The twoU-shaped body portions 950, 960 cover the exhaust tube portion 920, 922as shown in FIGS. 41 and 42.

The longitudinally extending section 910 of exhaust system 900 includesouter heat shield 970 and upper and lower exhaust tube portions 972,974. Outer heat shield 970 includes a necked down portion at 978, whichcooperates with necked down section 952 and 962 of heat shield members924, 926. Heat shield portion 970 also includes a radiused portion at980, which conforms to radius portions 982 and 984, and a longitudinallyextending section 990 of heat shield 970 that overlies longitudinallyextending sections 972 and 974. A necked down section 996 closelyconforms to the outer profile of tubes 972 and 974. Inner heat shield1000 includes a necked down section 1002, which cooperates with neckeddown section 996 and section 1004, which cooperates with section 990. Anelongate section at 1006 covers the remaining length of the exhausttubes 972 and 974. Necked down section 1010 covers the necked downportion 1012, which transitions together exhaust from exhaust tubes 972and 974 into a single outlet at 1014.

The manifold portion 902 has advantages over previous manifolds. First,the casting provides a tight turn allowing the distance between thecasting 904 and manifold generally to be as far as possible from theoperator area. Also, the tube sections 932 and 942 are positioned in agenerally overlying position, which moves tube portion 942 further awayfrom the passenger area. As mentioned above, this also allows for asimplified heat shield comprised of upper and lower heat shields 924 and926 to be positioned there over for shielding the heat from the exhausttube portions 920, 922.

With reference now to FIGS. 44-48, the engine cooling system will bedescribed in greater detail. With reference first to FIG. 44, the enginecooling system is shown generally at 1020, which includes radiator 1022having a return line 1024 and a supply line 1026. Thus a close loopcircuit is provided for the engine cooling water from the back of thevehicle at engine 802 to the front of the vehicle at radiator 1022 andreturned. Various brackets such as 1028 may be utilized to retain thelines 1024, 1026 in a managed relationship relative to the frame.Bracket 1028 is shown in greater detail in FIG. 44A and has been coupledto bracket 490 and including bracket 1034 and retainer 1036. Clip 1036is shown in greater detail in FIG. 44B as including a center wallsection 1040 having central arms 1042 defining a T-shaped clip 1044. Toparms 1046 and bottom arms 1048 define receiving areas 1050 and 1052 forreceiving supply lines 1024, 1026.

With reference now to FIGS. 45 and 46, a front grill 1060 is shownhaving a web pattern defined by a plurality ribs 1062 defining openings1064 there through for the passage of air. As shown in FIG. 46, a shroud1066 is shown and is coupled to grill 1060 and mounts radiator 1022 andfan 1070 thereto. It should be appreciated that either air travelingthrough shroud 1060 by virtue of the vehicle movement and/or by theoperation fan causes air to flow across radiator 1022 in the directionof arrow 1071.

As shown best in FIG. 47, shroud 1066 includes a top wall 1072 having acontoured extension 1074 and sidewalls 1076 having contoured extensions1078. Meanwhile grill 1060 includes a wall 1082 surrounding openings1064. Additional wall portions are provided at 1084, 1086, and 1088.Additionally, grill 1060 is defined with wall portions 1090 havingconstrictions at 1092. Shroud 1066 includes mounting tabs 1094, 1096,and 1098, which mount to respective stand-offs 1100, 1102, and 1104. Asshown in FIGS. 46 and 48, shroud 1066 conforms closely with the profileof grill 1060 including a crimped portion 1110 conforming toconstriction 1092. Thus, in the longitudinal direction, a combination ofwalls 1082, 1084, 1086, and 1088 overlap with walls 1072 and 1076. Thisallows all of air traveling through to grill 1060 to enter through andinto the shroud 1066. As also shown in FIG. 46, radiator 1022 closelyconforms to shroud 1066 preventing leaking of air around the peripheryof the shroud/radiator interface. As also shown in FIG. 46, radiator1022 has fins 1112, and when mounted thereto, fan 1070 does notcompletely all of the fins 1112.

Radiator 1022 further includes a return coupling at 1120 and a supplycoupling at 1122 which cooperate with cooling lines 1024, 1026,respectively. Radiator 1022 further includes mounting lugs 1126, whichcooperate with mounting apertures 230 d of bracket 230 (FIG. 16A).Finally, radiator 1022 includes mounting apertures at 1128, whichcooperate with mounting apertures 1130 on fan 1070. As shown in FIG. 46,fasteners 1132 retain fan 1070 directly to radiator 1022.

With reference now to FIGS. 49-54, front suspension 70 will be describedin greater detail. With reference first to FIG. 49, front suspensiongenerally comprises lower alignment arm 1150, upper alignment arm 1152,spindle 1154, wheel hub 1156, and shock absorber 1158. Front stub shafts1160 provide driving power to wheel hubs 1156, through a constantvelocity joint (or similar device), and a steering shaft 1162 isprovided and coupled to spindle 1154 for steering purposes. Withreference now to FIG. 49A, lower alignment arms 1150 will be describedin greater detail.

Lower alignment arm 1150 includes arm portions 1170 and 1172 joining atan outer end to ball joint 1174. At opposite ends of each of the arms1170, 1172 are couplings 1176 and 1178 respectively. It should beappreciated that couplings 1176 and 1178 couple with channels 212, 210,respectively, by way of fasteners 1180 (FIGS. 49A, 50). It should alsobe appreciated that ball joint 1174 of lower suspension arm 1150 couplesto a lower coupling 1182 (FIG. 50) of spindle 1154. With reference nowto FIGS. 52 and 53, upper alignment arm 1152 will be described ingreater detail.

As shown, upper alignment arm 1152 includes two arms 1190, 1192. Outerends of arms 1190, 1192 converge to couple with ball joint 1194.Opposite ends of arms 1190, 1192 include couplings 1196, 1198 andcouples to frame 12 by way of fasteners 1200, 1202 (FIG. 49).

As shown best in FIGS. 52 and 53, upper alignment arm 1152 provides adifferent configuration for each of the arms 1190 and 1192. As shown,arm 1190 is substantially parallel along an axial length of the arm1190, while arm 1192 is discontinuous along the length of its arm. Moreparticularly, arm 1192 includes a first arm portion 1210, which projectsaway from ball joint member 1194 in a substantially parallel plane asarm 1190. Arm 1192 has a first radiused bend at 1212, which projects anarm portion 1214 upwardly at an angle relative to arm portion 1210. Arm1192 further includes a second radiused portion at 1216 projecting anarm portion 1218 in a relatively horizontal position. Bracket 1220 isprovided and coupled to an outer end of arms 1190, 1192 and includesmounting apertures at 1222.

The geometry of upper alignment arm 1152 and, in particular, thegeometry of arm 1192 is provided for at least two reasons. Firstly, byproviding the radiused portion 1212, 1216, predefined buckling pointsare provided in the suspension, such that if vehicle encounters a largejolt, the alignment arm buckles rather than damaging the frame 12.Secondly, and with reference to FIG. 51, alignment arm 1152 is providedover the top of steering arm 1162, which provides clearance for arm1162. Absent the radiused portion 1216, the alignment arm 1152 andsteering arm 1162 could not co-exist in the same space.

With reference again to FIG. 49A, shock absorber 1158 includes a gasshock absorber portion 1230 and an over spring at 1232. Shock absorber1158 further includes a mounting coupler 1234 and a lower mountingcoupler 1236. With reference to FIG. 50, shock absorber 1158 is shownmounted at its lower end to bracket 1220 by way of fasteners 1240 and atits upper end to bracket 230 by way of fasteners 1242. Thus, the shockmounting to bracket 230 is substantially higher than previously mountedproviding the ability to utilize a much longer shock absorber 1158. Inthe disclosed embodiment, the shock absorbers are provided by WalkerEvans part number 7044018 and 7043979, right and left shocksrespectively. In addition, the shock mounting at bracket 230 isrigidified through the entire frame 12 by way of connection to thetransverse tube 170 and by way of the triangulation of tubes 156, 170,and 200. The stresses of the shock absorber 1158 are also taken upthrough cab frame 84 (FIG. 9) by way of the connection tube couplings92.

With reference now to FIG. 49B, a version of the suspension is shown at70′, which includes a torsion (or sway) bar 1250. Torsion bar 1250 iscoupled to the upper alignment arm 1152 by way of link arm 1252; linkarm 1252 having an upper coupling 1254 coupled to torsion bar 1250, anda lower coupling 1256 attached to bracket 1258 on upper alignment arm1152.

With reference now to FIGS. 51 and 54, braking system is shown at 1260.Braking system 1260 includes a brake pedal 1262 in the operator's areawhich actuates a master cylinder 1264, which in turn operates brakecalipers 1266. Brake calipers provide frictional force against brakedisk 1268 through hydraulic lines 1270. Rear brake line 1272 feeds rearbrake lines 1274, which in turn operate rear brake calipers 1276 tocontrol rear disks 662.

With reference to FIGS. 55-63, seating area 60 is positioned within cabframe section 84 and includes driver seat 62 having seat back 62 a andseat bottom 62 b, and passenger seat 64 having seat back 64 a and seatbottom 64 b. As shown in FIG. 55, seats 62, 64 are in a side-by-sidearrangement and are supported on seat mounting bracket 126, as isfurther detailed herein. Illustratively, as shown in FIGS. 58 and 59,seat backs 62 a and 64 a are spaced apart from seat bottoms 62 b and 64b respectively. Alternatively, seat backs 62 a and 64 a may beintegrally formed with, or otherwise connected to, respective seatbottoms 62 b and 64 b in order to distribute loads throughout seats 62,64.

FIGS. 56 and 57 illustrates the configuration of seat bottom 62 b,however, seat bottom 64 b of passenger seat 64 also may be constructedin the manner detailed herein. Additionally, seat backs 62 a, 64 a maybe constructed in the manner detailed herein. Seat bottom 62 b includesa first portion 1300, a second portion 1302, and a third portion 1304.First portion 1300 is intermediate second and third portions 1302, 1304and has a generally flat orientation for supporting a driver. Second andthird portions 1302, 1304 are angled outwardly and upwardly relative tofirst portion 1300 in order to retain the operator and passenger on seatbottoms 62 b, 64 b during operation of vehicle 10. Similarly, seat backs62 a, 64 a may be contoured or have angled portions to further retainthe operator and passenger on seats 62, 64 during operation of vehicle10. A cover 1318 generally surrounds first, second, and third portions1300, 1302, and 1304. Illustratively, first, second, and third portions1300, 1302, and 1304 are three separate and independent portionspositioned adjacent to each other. In one embodiment, portions 1300,1302, and 1304 may be coupled together in a conventional manner, forexample by sewing, bonding, molding, radio frequency welding, staplingand/or using an adhesive. Alternatively, other embodiments of seatbottom 62 b may be configured as a single component, in which portions1300, 1302, and 1304 are integrally formed together to define seatbottom 62 b.

Referring to FIG. 57, first portion 1300 includes an inner layer 1306generally surrounded by an outer layer 1312, second portion 1302includes an inner layer 1308 generally surrounded by an outer layer1314, and third portion 1304 includes an inner layer 1310 generallysurrounded by an outer layer 1316. Inner layers 1306, 1308, and 1310 maybe comprised of a foam or other polymeric material and may be availablefrom BASF Corporation. Inner layers 1306, 1308, and/or 1310 may bethicker at the h-point, or the point where the hips of the operator orpassenger are positioned on seat bottoms 62 b, 64 b. Alternatively,additional padding or foam may be coupled to inner layers 1306, 1308,and/or 1310 at the h-point to provide additional comfort to the operatorand passenger.

At an interface 1320 between first portion 1300 and second portion 1302,outer layer 1312 is adjacent outer layer 1314. Similarly, at aninterface 1322 between first portion 1300 and third portion 1304, outerlayer 1312 is adjacent outer layer 1316. Outer layers 1312, 1314, and1316 are comprised of a water resistant polymeric material, for examplevinyl. As such, each inner layer 1306, 1308, 1310 is surrounded by awater resistant material. By covering each inner layer 1316, 1308, 1310with the water resistant material of outer layers 1312, 1314, 1316,respectively, each inner layer 1306, 1308, 1310 remains dry if seats 62,64 are splashed with water, mud, or other fluids. In particular, even iffluid penetrates cover 1318, fluid does not penetrate outer layers 1312,1314, 1316 and, therefore, is prevented from contacting inner layers1306, 1308, 1310, respectively.

Cover 1318 extends around outer layers 1312, 1314, and 1316, such thatouter layers 1312, 1314, and 1316 are intermediate cover 1318 and innerlayers 1306, 1308, and 1310, respectively. Cover 1318 may be comprisedof a polymeric film material, a polymeric sprayable material, a vinylmaterial, or other similar material, which also may be water resistant.

Alternatively, a seat 62′ could include a single section 1300′ includingan inner layer 1306′ generally surrounded by an outer layer 1312′, asshown in FIG. 57A.

Referring to FIGS. 58 and 59, driver seat 62 is supported on a seatframe 1324. While FIGS. 58 and 59 illustrate the configuration of seatframe 1324 for driver seat 62, passenger seat 64 also is supported onframe 1324 in an identical manner. Seat frame 1324 includes an uppersection 1328 for supporting seat back 62 a and a lower section 1330 forsupporting seat bottom 62 b. Upper section 1328 includes generallyupstanding tubes 1332 and cross bars 1334, 1336 extending betweenupstanding tubes 1332. Upstanding tubes 1332 include a plurality ofapertures 1338, and more particularly, two groupings of apertures 1338.Apertures 1338 are configured to receive conventional fasteners 1340 inorder to couple upper section 1328 of seat frame 1324 to a rear surfaceof seat back 62 a. Because fasteners 1340 may be positioned in any ofapertures 1338, the vertical position of seat back 62 a may be adjustedalong upper section 1328 of seat frame 1324 to accommodate differentpreferences for comfort, lumbar support, bolstering, and head restposition for various drivers. As shown in FIG. 59, the rear surface ofseat back 62 a may be contoured to define grooves or channels forreceiving upstanding tubes 1332 and cross bars 1334, 1336. A panel orcover (not shown) may be comprised of a polymeric material and coupledto the rear surface of seat back 62 a in order to conceal upper section1328 of seat frame 1324.

FIG. 59 illustrates that upper section 1328 of frame 1324 is separatefrom lower section 1330 and is coupled thereto with gussets 1346.Gussets 1346 may be welded to upper and lower sections 1328, 1330.Alternatively, seat frame 1324 may be comprised of single, continuoustubes that are bent to define upper section 1328 and lower section 1330,such that upper section 1328 is integral with lower section 1330. Seatframe 1324 also may be stamped or otherwise formed to define upper andlower sections 1328, 1330.

Lower section 1330 includes lower frame members 1342 extending in agenerally horizontal direction. Upstanding tubes 1332 form anapproximate 90-degree angle with lower frame members 1342.Alternatively, upstanding tubes 1332 may be angled rearwardly such thatupstanding tubes 1332 form an angle greater than 90 degrees with lowerframe members 1342. Seat bottom 62 b may include channel members 1344 ona bottom surface thereof for receiving lower frame members 1342.

As shown in FIG. 59, lower frame members 1342 include a plurality ofapertures 1348, in particular apertures 1348 a and 1348 b, for receivingconventional fasteners 1349 a and threaded couplers 1349 b,therethrough. Illustratively, lower frame members 1342 include twogroupings of apertures 1348 a, 1348 b. Fasteners 1349 a extend throughapertures 1348 a in order to couple lower frame members 1342 of lowersection 1330 to channel members 1344 of seat bottom 62 b. As shown inFIG. 59, aperture 1348 a is larger than aperture 1348 b. The larger sizeof aperture 1348 a allows a head portion 1345 a and a body portion 1345b of fastener 1349 a to extend therethrough. As such, and as shown inFIG. 61C, head portion 1345 a of fastener 1349 a abuts the top surfaceof lower frame members 1342 and body portion 1345 b (FIG. 59) extendsinto channel members 1344 and seat bottom 62 b.

Conversely, as shown in FIG. 59, the smaller size of aperture 1348 bprevents a head portion 1347 a of threaded coupler 1349 b from extendingtherethrough. Instead, head portion 1347 a is retained outside of lowerframe member 1342 and aperture 1348 b, as is further detailed herein. Abody portion 1347 b of threaded coupler 1349 b extends within lowerframe member 1342 but is spaced apart from the top surface of lowerframe member 1342 (FIG. 61C). While illustrative threaded coupler 1349 bdoes not couple lower section 1330 of seat frame 1324 to seat bottom 62b, alternative embodiments of seat bottoms 62 b, 64 b may be coupled toseat frames 1324 with both fasteners 1349 a and threaded couplers 1349b.

Referring to FIGS. 60-62A, seat frame 1324 of seats 62 and 64 may beremovably coupled to seat mounting bracket 126 and may be configured tomove relative to seat mounting bracket 126, as is further detailedherein. In particular, lower sections 1330 of seat frames 1324 arecoupled to a base member 1350 such that when seats 62, 64 are removedfrom seat mounting bracket 126, seat bottoms 62 b, 64 b, seat backs 62a, 64 a, seat frames 1324, and seat bases 1350 also are removed. Basemember 1350 may be comprised of a polymeric material or a metalmaterial, and may be formed through extrusion methods, molding methods,stamping methods, or other similar processes. Base member 1350 may beavailable from Attwood Corporation.

As shown in FIG. 60, base member 1350 includes a frame 1352 whichsupports a plate 1354. Plate 1354 includes a mounting bracket 1356having at least one aperture 1362 for receiving mounting pin 444therethrough. Frame 1352 includes side channels 1358 and tabs orprojections 1360.

A bottom surface 1363 of side channels 1358 of frame 1352 includeslongitudinally extending slots 1364. Side channels 1358 also includevertical side walls, illustratively an inner side wall 1366 and an outerside wall 1368, extending upwardly from bottom surface 1363. Lower framemembers 1342 of seat frame 1324 are positioned on bottom surface 1363and are retained within side channels 1358 by inner and outer side walls1366 and 1368. Additionally, and as shown in FIG. 61C, a threadedfastener 1370, such as a shoulder bolt, screw, or other similar device,is coupled to threaded coupler 1349 b in order to further retain seatframe 1324 to base member 1350. In particular, body portion 1347 b ofthreaded coupler 1349 b includes internal threads (not shown) whichengage with external threads (not shown) on threaded fastener 1370. Aportion of fastener 1370 extends through slot 1364 (FIG. 61) and aflanged portion (not shown) of fastener 1370 is positioned below slot1364 in order to couple base member 1350 to seat frame 1324. When seats62, 64 are coupled to base members 1350 of FIG. 60, seats 62, 64 areremovable from seat mounting bracket 126 but do not slide or moverelative to frame 1352 of base member 1350. By configuring base members1350 to be removable from vehicle 10 with seats 62, 64, base members1350 do not compromise the space available for other components ofvehicle 10, such as the fuel tank, which may be positioned below or nearseats 62, 64. Additionally, base member 1350 maintains the low profileof seats 62, 64 within cab frame section 84.

Base member 1350 is removably coupled to seat mounting bracket 126, andin particular, the engagement between mounting pin 444 and mountingbracket 1356 allows seats 62, 64 to be released from seat mountingbracket 126 without tools. To couple base 1350 with seat mountingbracket 126, frame 1352 rests atop front channel 440 and rear tube 442.Mounting pin 444 is received within aperture 1362 and tabs 1360 arepositioned underneath mounting hooks 440 b in order to secure basemembers 1350 and seats 62, 64 to seat mounting bracket 126. Whenmounting pin 444 is received within aperture 1362 of bracket 1356, latchdevice 1386 (FIG. 61A) maintains the engagement therebetween to retainseats 62, 64 on seat mounting bracket 126. However, when seat 62 and/orseat 64 is removed from vehicle 10, latch device 1386 disengages pin 444from aperture 1362 and tabs 1360 may be removed from mounting hooks 440b such that seats 62, 64 can be pulled upwardly away from seat mountingbracket 126 and removed from vehicle 10. Base members 1350 areself-contained portions of seats 62, 64 and are removed from vehicle 10when seats 62, 64 are removed from vehicle 10. Additional details of theengagement between mounting pin 444 and base member 1350 are disclosedin pending U.S. patent application Ser. No. 12/246,948, filed Oct. 7,2008, the complete disclosure of which is expressly incorporated byreference herein.

Alternatively, according to the embodiment of FIGS. 61-61C, base members1350′ allow seats 62, 64 to slide relative to seat mounting bracket 126.Base member 1350′ of FIG. 61 includes features similar to those of basemember 1350 of FIG. 60, with like reference numerals indicating likeelements, except as described below. As with base member 1350, basemember 1350′ is removable from vehicle 10 with seats 62, 64, andtherefore, is a self-contained adjustment member of seats 62, 64.Additionally, base member 1350′ allows seats 62, 64 to maintain a lowprofile within cab frame section 84 but does not decrease the spaceavailable for other components of vehicle 10, such as the fuel tank.Base member 1350′ may be available from Attwood Corporation.

Base member 1350′ includes frame 1352′, plate 1354′, a lever 1384, alatching mechanism 1382, fasteners 1378, and support members 1376. Sidechannels 1358′ of frame 1352′ include inner side walls 1366, outer sidewalls 1368, and slots 1364′ extending longitudinally along bottomsurface 1363. The outer perimeter of slots 1364′ are raised or elevatedrelative to bottom surface 1363, as best shown in FIG. 61B and furtherdetailed herein. Fastener 1370 extends through slots 1364′ in order tocouple with threaded coupler 1349 b. Frame 1352′ also includes tabs 1360which extend forwardly therefrom. Frame 1352′ may be comprised of apolymeric material and may be extruded, molded, or otherwise formed in asimilar manner.

Plate 1354′ includes mounting bracket 1356 for receiving mounting pin444, as detailed herein. As such, when pin 444 is received withinaperture 1362 of mounting bracket 1356 and tabs 1360 are positionedunderneath mounting hooks 440 b, seats 62, 64 are coupled to seatmounting bracket 126. Alternatively, pin may be released from mountingbracket 1356 by engaging latch device 1386 (FIG. 61B), such that seat 62and/or seat 64, including base members 1350′, are released from seatmounting bracket 126 and removed from vehicle 10.

Plate 1354′ also includes side portions 1372, which are elevatedrelative to frame 1352′. Side portions 1372 extend over inner side wall1366 of side channels 1358 and are positioned above a portion of bottomsurface 1363. Lower frame members 1342 of seat frame 1324 are positionedintermediate bottom surface 1363 of side channels 1358 and side portions1372 of plate 1354′. Illustratively, as best shown in FIG. 61C, sideportions 1372 are intermediate the top surface of lower frame members1342 and channels 1344 of seat frame 1324.

Additionally, plate 1354′ includes longitudinal openings 1374 and, moreparticularly, includes three longitudinal openings 1374. Alternatively,plate 1354′ may include more than three longitudinal openings 1374 orless than three longitudinal openings 1374. At least a portion offasteners 1378 and support members 1376 are positioned abovelongitudinal openings 1364. Support members 1376 rest atop plate 1354′and fasteners 1378 extend through an aperture (not shown) of supportmembers 1376 and below longitudinal openings 1374. Fasteners 1378 may becarriage bolts or other similar components configured to preventrotation against support members 1376. As shown in FIG. 61A, couplers,such as nuts 1390, are threadedly coupled to fasteners 1378 in order tosecure fasteners 1378 to base member 1350′. Nuts 1390 may be nyloninsert lock nuts, polymer insert lock nuts, elastic stop nuts, or othersimilar components.

As shown in FIGS. 61-61B, lever 1384 is generally positioned below seatbottoms 62 b, 64 b but extends in a forward direction such that lever1384 is accessible to the operator and passenger. Lever 1384 ispositioned above plate 1354′ and is coupled thereto with conventionalfasteners, for example a shoulder bolt 1392 and a nut 1394. Shoulderbolt 1392 may be supported within a polymeric sleeve or insert (notshown) in order to reduce noise when the position of seats 62, 64 isadjusted.

Lever 1384 is operably coupled to latch mechanism 1382, which includes aspring 1396, a tab 1388, a support portion 1380, a pin (not shown)received within support portion 1380, and a gear tooth portion 1398having a plurality of individual teeth 1399. Illustratively, gear toothportion 1398 is coupled to the bottom surface of frame 1352′. Gear toothportion 1398 may be sealed or covered to protect gear tooth portion 1398from dirt and debris. The pin is movable along gear tooth portion 1398in order to move plate 1354′ relative to frame 1352′, as is detailedherein. As best shown in FIG. 61B, spring 1396 may be a constant tensionspring and is coupled to tab 1388 and lever 1384 in order to hold thepin, and therefore lever 1384, in a particular position along gear toothportion 1398. More particularly, the pin extends through support portion1380 and is held within one of teeth 1399. By maintaining the positionof the pin in gear tooth portion 1398, seat 62 and/or seat 64 areprevented from sliding.

In operation, when lever 1384 is laterally pushed, spring 1396 extendsand the pin is released from teeth 1399. As such, plate 1354′ is free toslide along frame 1352′ in order to move seat 62 and/or seat 64 becausethe pin is not held by teeth 1399. More particularly, longitudinalopenings 1374 slide along frame 1352′ relative to support members 1376and fasteners 1378. Additionally, fastener 1370 slides within slots1364′ to allow lower frame members 1342 of seat frame 1324 to slide withplate 1354′. The elevated outer perimeters of slots 1364′ reduce surfacearea and facilitate the sliding motion of lower frame members 1342 alongside channels 1358′. As shown best in FIG. 61B, illustrative plates1354′ may be configured to slide approximately five inches in a forwarddirection along frame 1352′ of base member 1350′. When seat 62 and/orseat 64 have been moved to a desired position within cab frame section84, lever 1384 is released and the pin engages with a different one ofteeth 1399 in order to maintain the new position of plate 1354′ relativeto frame 1352′.

Alternatively, seats 62, 64 may include a base member 1350″, shown inFIGS. 62 and 62A, which includes features similar to those of basemembers 1350, 1350′ of FIGS. 60-61A, with like reference numeralsindicating like elements, except as described below. Base member 1350″may be available from Attwood Corporation and includes a frame 1352″, aplate 1354″, and a bracket 1356″ having aperture 1362″. Lower framemembers 1342 of seat frame 1324 are coupled to plate 1354″ withconventional fasteners (not shown). As shown best in FIG. 62A, frame1352″ includes a lower member 1414 which supports an adjustmentmechanism 1410.

Illustratively, adjustment mechanism 1410 allows plate 1354″, andtherefore, seats 62, 64, to slide relative to frame 1352″. Adjustmentmechanism 1410 includes an upper adjustment member 1402 which isconfigured to move relative to a lower adjustment member 1404. Loweradjustment member 1404 is coupled to lower member 1414 of frame 1352″with conventional fasteners 1406, illustratively a bolt and nut. Upperadjustment member 1402 is coupled to plate 1354″ with conventionalfasteners 1408, illustratively a bolt and a nut. Adjustment mechanism1410 also includes an arm 1412, which is movable relative to lowermember 1414 of frame 1352″ and is coupled to lever 1384″, as is detailedfurther herein. Adjustment mechanism 1410 may be sealed or covered toprotect upper adjustment member 1402, lower adjustment member 1404, andarm 1412 from dirt and debris.

Base member 1350″ is removably coupled to seat mounting bracket 126 byengaging mounting pin 444 with aperture 1362″ of bracket 1356″. A latchdevice (not shown) may be included in order to engage and disengagemounting pin 444 with bracket 1356″. Additionally, base member 1350″ mayinclude forward tabs (not shown) to engage mounting hooks 440 b of seatmounting bracket 126. Alternatively, mounting hooks 440 b may be removedfrom seat mounting bracket 126 such that mounting pin 444 is the primarydevice for coupling base member 1350″ to seat mounting bracket 126. Itmay be appreciated that when seat 62 and/or 64 are removed from vehicle10, base members 1350″ also are removed from vehicle 10.

In operation, base members 1350″ may be used to adjust the position ofseats 62, 64 within cab frame section 84. Seats 62, 64 may be configuredto move in forward and rearward directions to accommodate specificpreferences of the operator and/or passenger. More particularly, becauseseat frames 1324 are coupled to plate 1354″, when the position of plate1354″ is adjusted relative to frame 1352″, the position of seats 62, 64also is adjusted. The operator and/or passenger may push or pull onlever 1384, which releases latch mechanism 1410. When lever 1384″ isengaged, arm 1412 moves in a forward direction, which allows upperadjustment member 1402 to slide along lower adjustment member 1404 whilelower adjustment member 1404 remains stationary on lower member 1414 offrame 1352″. When lever 1384″ is released (i.e., no longer engaged),then arm 1412 moves rearwardly to engage latch mechanism 1410 to retainthe position of upper adjustment member 1402 relative to loweradjustment member 1404.

Referring to FIGS. 63-66, seats 62, 64 may be configured with restraintharness-type seat belts. In the embodiment of FIG. 63, seat belts 1416are three-point harnesses having a first point, illustratively ashoulder retractor 1418 positioned above seat backs 62 a, 64 a, a secondpoint, illustratively a hip retractor 1420 positioned near seat bottoms62 b, 64 b, and a third point, illustratively a latching mechanism 1422generally opposite hip retractors 1420.

Shoulder retractor 1418 is coupled to a bracket 1428 on tube portions622 b of U-shaped tube 622 (FIGS. 26-28). As shown best in FIG. 1, tubeportions 622, and therefore brackets 1428, are positioned rearward ofseats 62, 64 such that shoulder retractors 1418 also are positionedrearward of seats 62, 64. Additionally, due to the configuration of cabframe section 84, brackets 1428 may be positioned above a forwardportion of rear cargo area 56. Illustratively, brackets 1428 arepositioned generally above seats 62, 64, however, brackets 1428 also maybe positioned lower than the head rest portion of seats 62, 64.Alternatively, brackets 1428 may be coupled to the rear surface of seatbacks 62 a, 64 a and also may be lower than the head rest portion ofseats 62, 64.

A first strap 1424 extends between shoulder retractor 1418 and latchingmechanism 1422 in order lay against the chest of the operator andpassenger. First strap 1424 includes an anchor end 1432 which is coupledto shoulder retractor 1418 and a terminal end 1434 which is coupled tolatching mechanism 1422. The operator or passenger needs only to pullterminal end 1434 across his or her chest in order secure first strap1424 to latching mechanism 1422. As such, the operator or passenger isnot required to pull first strap 1424 down over his or her head whenengaging first strap 1424 with latching mechanism 1422.

Shoulder retractor 1418 automatically adjusts first strap 1424 to alength necessary to fit across the operator or passenger, whicheliminates the need for the operator or passenger to manually adjust thelength of first strap 1424. Additionally, shoulder retractor 1418 allowsthe operator or passenger to have mobility while wearing seat belt 1416because the length of first strap 1424 automatically adjusts toaccommodate movement of the operator or passenger while wearing seatbelt 1416. However, shoulder retractor 1418 also includes an inertiallock (not shown) which prevents first strap 1424 from extending orlengthening in response to sudden movement. As such, the operator orpassenger is restrained by first strap 1424 if vehicle 10 suddenlystops, changes directions, or moves in a manner that causes the operatoror passenger to move suddenly.

Hip retractor 1420 is coupled to outer frame rails 154 (FIG. 12) andlatching mechanism 1422 is coupled to seat mounting bracket 126. Asecond strap 1426 lays across the lap of the operator and passenger andextends between hip retractor 1420 and latching mechanism 1422. Secondstrap 1426 includes an anchor end 1436 coupled to hip retractor 1420 anda terminal end 1438 coupled to latching mechanism 1422. The operator orpassenger only needs to pull terminal end 1438 across his or her lap inorder secure second strap 1426 to latching mechanism 1422.

Hip retractor 1420 automatically adjusts second strap 1426 to a lengthnecessary to fit across the operator's or passenger's lap, whicheliminates the need for the operator or passenger to manually adjust thelength of second strap 1426. Additionally, hip retractor 1420 allows theoperator or passenger to have mobility while wearing seat belt 1416because the length of second strap 1426 automatically adjusts toaccommodate movement of the operator or passenger while wearing seatbelt 1416. However, hip retractor 1420 also includes an inertial lock(not shown) which prevents second strap 1426 from extending orlengthening in response to sudden movement. As such, the operator orpassenger is restrained by second strap 1426 if vehicle 10 suddenlystops, changes directions, or moves in a manner that causes the operatoror passenger to move suddenly.

As shown in FIGS. 60, 61, and 62, seat mounting bracket 126 includesbrackets 1430 for supporting latching mechanism 1422. As such, brackets1430 may be positioned generally rearward of the operator or passenger.Latching mechanism 1422 is configured to receive terminal ends 1434,1438 of straps 1424, 1426. Terminal ends 1434, 1438 may be coupledtogether, for example through a clip (not shown), stitching, or othersimilar means, in order to reduce the number of latching points forlatching mechanism 1422. For example, terminal ends 1434 and 1438 ofrespective first and second straps 1424 and 1426 may be releasablysecured to a single latching point of latching mechanism 1422. As such,latching mechanism 1422 may include only one latching point for bothfirst and second straps 1424, 1426.

Latching mechanism 1422 may include a release tab (not shown) forengaging and releasing terminal ends 1434, 1438 from latching mechanism1422. Latching mechanism 1422 may include only one release tab becausewhen terminal ends 1434, 1438 are coupled together, only one release tabis needed to engage and release both first and second straps 1424 and1426 from latching mechanism 1422. For example, the operator orpassenger may depress the release tab in order to release both terminalends 1434, 1438 from latching mechanism 1422. First and second straps1424 and 1426 automatically retract toward shoulder and hip retractors1418 and 1420, respectively, when terminal ends 1434, 1438 are releasedfrom latching mechanism 1422. As such, seat belts 1416 do not rest onseats 62, 64 when not in use, which facilitates movement into and out ofseating area 60.

Alternatively, as shown in FIG. 64, seat belts 1416′ include featuressimilar to seat belts 1416 of FIG. 63, with like reference numeralsindicating like elements, except as described below. Seat belts 1416′may be four-point harnesses having a first point, illustratively a firstor outer shoulder retractor 1440 positioned near the head rest portionof seat backs 62 a and 64 a, a second point, illustratively a second orinner shoulder retractor 1442 positioned opposite outer shoulderretractor 1440 and near the head rest portion of seat backs 62 a and 64a, a third point, illustratively a first or outer hip retractor 1444positioned near seat bottoms 62 b and 64 b, and a fourth point,illustratively a second or inner hip retractor 1446 positioned generallyopposite outer hip retractor 1444. Seat belts 1416′ also include alatching mechanism 1422′ configured to be positioned against theoperator's or passenger's chest and is generally centrally positionedbetween the first, second, third, and fourth points of seat belts 1416′.

Outer and inner shoulder retractors 1440 and 1442 are coupled to crosstube 624 of cab frame section 84 (FIGS. 26-28). As shown best in FIG. 1,cross tube 624 is rearward of seats 62 and 64, and, therefore, outer andinner shoulder retractors 1440 and 1442 are rearward of seats 62, 64.Additionally, due to the configuration of cab frame portion 84, shoulderretractors 1440, 1442 may be positioned above a forward portion of rearcargo area 56. Illustratively, outer and inner shoulder retractors 1440and 1442 are positioned generally above seat backs 62 a, 64 a, however,shoulder retractors 1440, 1442 also may be positioned below the headrest portion of seats 62, 64. Alternatively, shoulder retractors 1440,1442 may be coupled to the rear surface of seat backs 62 a, 64 a.

Outer hip retractor 1444 is coupled to outer frame rails 154 (FIG. 12)and, as shown in FIG. 64, is positioned rearward of the operator andpassenger when seated in seats 62, 64, respectively. Additionally, asshown in FIGS. 60, 61, and 62, seat mounting bracket 126 includesbrackets 1430 for supporting inner hip retractors 1446. Brackets 1430,and, therefore, inner hip retractors 1446, may be positioned generallyrearward of the operator or passenger when seated in seats 62, 64,respectively.

A first strap 1448 having an anchor end 1450 and a terminal end 1452extends between outer shoulder retractor 1440 and latching mechanism1422′ in order lay against the chest of the operator and passenger.Anchor end 1450 is coupled to outer shoulder retractor 1440 and terminalend 1452 is coupled to latching mechanism 1422′. A third strap 1460 ispositioned below first strap 1448 and includes an anchor end 1462 and aterminal end 1464. Anchor end 1462 is coupled to outer hip retractor1444 and terminal end 1464 is coupled to latching mechanism 1422′.Illustratively, terminal ends 1452, 1464 of respective first and thirdstraps 1448 and 1460 may be coupled together such that first and secondstraps 1448 and 1460 are coupled to latching mechanism 1422′ at onesingle latching point.

A second strap 1454 may be positioned generally opposite first strap1448 and extends between an anchor end 1456 at inner shoulder retractor1442 and a terminal end 1458 at latching mechanism 1422′. A fourth strap1466 is positioned below second strap 1454 and includes an anchor end1468 and a terminal end 1470. Anchor end is coupled to inner hipretractor 1446 and terminal end is coupled to latch mechanism 1422′.Illustratively, terminal ends 1458, 1470 of respective second and fourthstraps 1454 and 1466 may be coupled together such that second and fourthstraps 1454 and 1466 are coupled to latching mechanism 1422′ at onelatching point.

Latching mechanism 1422′ includes a tongue portion 1472 and a receptacleportion 1474. Tongue portion 1472 is releasably coupled to receptacleportion 1474 through a release tab (not shown). As shown in FIG. 64,first and third straps 1448, 1460 are coupled to tongue portion 1472,and second and fourth straps 1454, 1466 are coupled to receptacleportion 1474. As such, seat belt 1416′ includes only one latching pointdefined by the engagement between tongue portion 1472 and receptacleportion 1474.

To secure seat belt 1416′, the operator or passenger only needs to pulltongue portion 1472, which is coupled to first and third straps 1448,1460, toward receptacle portion 1474, which is coupled to second andfourth straps 1454, 1466. As such, seat belts 1416′ allow easy mountingand dismounting because the operator or passenger is not required topull seat belt 1416′ over his or her head.

Shoulder retractors 1440, 1442 and hip retractors 1444, 1446automatically adjust the length of straps 1448, 1454, 1460, 1466,respectively, which eliminates the need for the operator or passenger tomanually adjust the length of straps 1448, 1454, 1460, 1466. Therefore,shoulder retractors 1440, 1442 and hip retractors 1444, 1446 allow theoperator or passenger to have mobility while wearing seat belt 1416′because the length of straps 1448, 1454, 1460, 1466 automaticallyadjusts to accommodate movement of the operator or passenger whilewearing seat belt 1416′. However, shoulder retractors 1440, 1442 and hipretractors 1444, 1446 also include an inertial lock (not shown) whichprevents straps 1448, 1454, 1460, 1466 from extending or lengthening inresponse to sudden movement. As such, the operator or passenger isrestrained by seat belt 1416′ if vehicle 10 suddenly stops, changesdirections, or moves in a manner that causes the operator or passengerto move suddenly. Additionally, when tongue portion 1472 is disengagedfrom receptacle portion 1474, shoulder retractors 1440, 1442 and hipretractors 1444, 1446 automatically retract straps 1448, 1454, 1460,1466, respectively, in order to move straps 1448, 1454, 1460, 1466 awayfrom seats 62, 64 when not in use.

Alternatively, as shown in FIG. 65, seat belts 1416″ include featuressimilar to seat belts 1416′ of FIG. 64, with like reference numeralsindicating like elements, except as described below. Seat belts 1416″may be five-point harnesses having a first point, illustratively outershoulder retractor 1440 positioned near the head rest portion of seatbacks 62 a and 64 a, a second point, illustratively inner shoulderretractor 1442 positioned opposite outer shoulder retractor 1440 andnear the head rest portion of seat backs 62 a and 64 a, a third point,illustratively outer hip retractor 1444 positioned near seat bottoms 62b and 64 b, a fourth point, illustratively inner hip retractor 1446positioned generally opposite outer his retractor 1444, and a fifthpoint, illustratively a leg retractor 1476. Seat belts 1416″ alsoinclude a latching mechanism 1422″ configured to be positioned againstthe operator's or passenger's chest and is generally centrallypositioned between the first, second, third, fourth, and fifth points ofseat belts 1416″.

As detailed above with respect to seat belts 1416′, outer shoulderretractor 1440 is coupled to first strap 1448, inner shoulder retractor1442 is coupled to second strap 1454, outer hip retractor 1444 iscoupled to third strap 1460, and inner hip retractor 1446 is coupledfourth strap 1466. Shoulder retractors 1440, 1442 and hip retractors1444, 1446 automatically retract or lengthens straps 1448, 1454, 1460,1466 in order to automatically adjust the length of straps 1448, 1454,1460, 1466 when the operator or passenger moves or when seat belts 1416″are not in use.

Seat belts 1416″ include a fifth strap 1478 operably coupled to legretractor 1476. Fifth strap 1478 is configured to be positioned betweenthe operator's or the passenger's legs. Fifth strap 1478 includes ananchor end 1480 coupled to leg retractor 1476 and a terminal end 1482coupled to latch mechanism 1422″. Leg retractor 1476 is configured toautomatically adjust the length of fifth strap 1478, such that whenfifth strap 1478 is not in use, terminal end 1482 is retracted and isadjacent leg retractor 1476. Conversely, when fifth strap 1478 is inuse, terminal end 1482 is adjacent latching mechanism 1422″.Additionally, the automatic adjustment of fifth strap 1478 allows theoperator or passenger to easily move when wearing seat belt 1416″.However, leg retractor 1476 includes an inertial lock which maintainsthe position of fifth strap 1478 during sudden movements.

Terminal end 1482 of fifth strap 1478 illustratively includes a tongueportion 1484. Tongue portion 1484 may be engaged with receptacle portion1474 to secure fifth strap 1478 thereto. As such, latching mechanism1422″ may include two latching points—one latching point defined by theengagement between tongue portion 1472 and receptacle portion 1474 forsecuring first and third straps 1448 and 1460 to second and fourthstraps 1454 and 1466, and a second latching point defined by theengagement between tongue portion 1484 and receptacle portion 1474 forsecuring fifth strap 1478 to first, second, third, and fourth straps1448, 1454, 1460, and 1466. Alternatively, terminal end 1482 of fifthstrap 1478 may be coupled to terminal ends 1452 and 1464 of respectivefirst and third straps 1448 and 1460, such that latching mechanism 1422″includes only one single latching point defined by the engagementbetween tongue portion 1472 and receptacle portion 1474.

Leg retractor 1476 is coupled to front channel 440 of seat mountingbracket 126, and more particularly, is mounted to a middle portion offront channel 440. As shown best in FIG. 65, leg retractor 1476 ispositioned below seat bottoms 62 b, 64 b of seats 62, 64. Additionally,leg retractor 1476 is generally positioned forward of seat bottoms 62 b,64 b. Seat belt 1416″ allows for easy mounting and dismounting therefrombecause the operator and passenger are not required to pull seat belt1416″ over his or her head.

Alternatively, as shown in FIG. 66, seat belts 1416′″ include featuressimilar to seat belts 1416″ of FIG. 65, with like reference numeralsindicating like elements, except as described below. Seat belts 1416′″may be six-point harnesses having a first point, illustratively outershoulder retractor 1440 positioned near the head rest portion of seatbacks 62 a and 64 a, a second point, illustratively inner shoulderretractor 1442 positioned opposite outer shoulder retractor 1440 andnear the head rest portion of seat backs 62 a and 64 a, a third point,illustratively outer hip retractor 1444 positioned near seat bottoms 62b and 64 b, a fourth point, illustratively inner hip retractor 1446positioned generally opposite outer hip retractor 1444, a fifth point,illustratively an outer leg retractor 1476′, and a sixth point,illustratively an inner leg retractor 1486. Seat belts 1416′″ alsoinclude a latching mechanism 1422′″ configured to be positioned againstthe operator's or passenger's chest and is generally centrallypositioned between the first, second, third, fourth, fifth, and sixthpoints of seat belts 1416′″.

As detailed above with respect to seat belts 1416″, outer shoulderretractor 1440 is coupled to first strap 1448, inner shoulder retractor1442 is coupled to second strap 1454, outer hip retractor 1444 iscoupled to third strap 1460, and inner hip retractor 1446 is coupledfourth strap 1466. Shoulder retractors 1440, 1442 and hip retractors1444, 1446 automatically retract straps 1448, 1454, 1460, 1466 in orderto automatically adjust the length of straps 1448, 1454, 1460, 1466 whenthe operator or passenger moves or when seat belts 1416′″ are not inuse.

Seat belts 1416′″ include a fifth strap 1478′ operably coupled to outerleg retractor 1476′. Fifth strap 1478′ is configured to be positionedbetween the operator's or the passenger's legs. Fifth strap 1478′includes an anchor end 1480′ coupled to outer leg retractor 1476′ and aterminal end 1482′ coupled to latch mechanism 1422′″. More particularly,terminal end 1482′ may be coupled to a tongue portion 1484′ whichengages with receptacle portion 1474 of latch mechanism 1422′″.Alternatively, terminal end 1482′ may be coupled to terminal ends 1452and 1464 of first and third straps 1448 and 1460 such that tongueportion 1472 couples first, third, and fifth straps 1448, 1460, and1478′ with latch mechanism 1422′″.

Seat belts 1416′″ further include a sixth strap 1488 operably coupled toinner leg retractor 1486. Sixth strap 1488 is configured to bepositioned between the operator's or the passenger's legs. Sixth strap1488 includes an anchor end 1490 coupled to inner leg retractor 1486 anda terminal end 1492 coupled to latch mechanism 1422′″. Moreparticularly, terminal end 1492 may be coupled to a tongue portion 1494which engages with receptacle portion 1474 of latch mechanism 1422′″.Alternatively, terminal end 1494 may be coupled to terminal ends 1458and 1470 of second and fourth straps 1454 and 1466 such that receptacleportion 1474 couples second, fourth, and sixth straps 1454, 1466, and1488 with first, third, and fifth straps 1448, 1460, and 1478′. As such,latching mechanism 1422′″ includes one, two, or three latching points,depending on whether each of fifth and sixth straps 1478′ and 1488include respective tongue portions 1484′ and 1494.

Outer and inner leg retractors 1476′ and 1486 are configured toautomatically adjust the length of fifth and sixth straps 1478′ and1488, such that when fifth and sixth straps 1478′ and 1488 are not inuse, terminal ends 1482′ and 1490 are retracted and adjacent outer andinner leg retractors 1476′ and 1486, respectively. Conversely, whenfifth and sixth straps 1478′ and 1488 are in use, terminal ends 1482′and 1490 are adjacent latching mechanism 1422′″. Additionally, theautomatic adjustment of fifth and sixth straps 1478′ and 1488 allows theoperator or passenger to easily move when wearing seat belt 1416′″.However, outer and inner leg retractors 1476′ and 1486 each include aninertial lock which maintains the positions of fifth and sixth straps1478′ and 1488 during sudden movements.

Outer and inner leg retractors 1476′ and 1486 are coupled to frontchannel 440 of seat mounting bracket 126, and more particularly, outerleg retractor 1476′ is mounted to an outer end portion of front channel440, and inner leg retractor 1486 is mounted to an inner end portion offront channel 440. As shown best in FIG. 66, outer and inner legretractors 1476′ and 1486 are positioned below seat bottoms 62 b, 64 bof seats 62, 64. Additionally, outer and inner leg retractors 1476′ and1486 are generally positioned forward of seat bottoms 62 b, 64 b. Seatbelt 1416′″ allows for easy mounting and dismounting therefrom becausethe operator and passenger are not required to pull seat belt 1416′″over his or her head.

In addition to seat belts 1416, 1416′, 1416″, or 1416′″, door assemblies1500 also help retain the operator and passenger within vehicle 10. Doorassemblies 1500 are positioned adjacent both driver seat 62 andpassenger seat 64. As shown in FIGS. 67-69, door assembly 1500 includesa frame 1502, hinges 1514 and 1520, a latch assembly 1524, and an outercover 1540. In the embodiment of FIG. 67, frame 1502 is comprised of ametal or polymeric material and, illustratively, is stamped to define aplurality of frame members, including an upper frame member 1504, alower frame member 1506, a first brace 1508, and a second brace 1510.Upper and lower frame members 1504 and 1506 extend between side tube 164and mounting tube 308. Braces 1508, 1510 extend between upper and lowerframe members 1504 and 1506 to define openings 1512 a, 1512 b, and 1512c.

The rear ends of upper and lower frame members 1504 and 1506 arehingedly coupled to side tubes 164 through hinges 1514 and 1520. Moreparticularly, a projection 1516 extending from upper frame member 1504is positioned above hinge component 164 a and is pivotally coupledthereto with a fastener 1518. Similarly, a projection 1522 extends fromlower frame member 1506 and is pivotally coupled to hinge component 164b with fastener 1523. As such, door frame 1502 is pivotally coupled toside tube 164.

Alternatively, as shown in FIG. 70, door assembly 1500 may include aframe 1502′ comprised of a plurality of frame members welded together.Frame 1502′ of FIG. 70 includes features similar to those of frame 1502of FIG. 68, with like reference numerals indicating like features,except as disclosed below. Frame 1502′ includes an upper frame member1504′, a lower frame member 1506′, a first brace 1508′, and a secondbrace 1510′. First and second braces 1508′, 1510′ extend between upperand lower frame members 1504′, 1506′ to define openings 1512 a′, 1512b′, 1512 c′.

Referring to FIG. 70, upper frame member 1504′ of frame 1502′ ispivotally coupled to side tube 164 through hinge component 164 a and atab 1554 coupled thereto with fastener 1518. Tab 1554 is welded orotherwise coupled to upper frame member 1504′ and illustratively restsatop hinge component 164 a. Similarly, lower frame member 1506′ includesa tab 1556 welded or otherwise coupled thereto in order to pivotallycouple lower frame member 1506′ to side tube 164. Tab 1556 rests atophinge component 164 b and is coupled to hinge component 164 b withfastener 1523. Latch assembly 1524 is welded or otherwise coupled toframe 1502′ and, illustratively, is coupled to lower frame member 1506′.

Regardless of whether door assembly 1500 includes frame 1502 or 1502′,upper frame member 1504 is operably coupled mounting tube 308 andbracket 320 through latch assembly 1524 (FIGS. 68 and 69). Latchassembly 1524 includes a handle 1526 operably coupled to frame 1502through a spring 1527 and a pin 1528. The tension in spring 1527 allowshandle 1526 to rotate relative to frame 1502, as is further detailedherein.

Latch assembly 1524 further includes a housing 1529 coupled to frame1502 with conventional fasteners (not shown) extending through apertures1534 a of frame 1502 and apertures 1534 b of housing 1529. An arm 1530is positioned within housing 1529 and overlaps a portion of handle 1526.An opening or cut-out 1531 of arm 1530 is configured to engage alatching hook 1536 when securing door assembly 1500 to frame 12 ofvehicle 10, as is further detailed herein. A groove or opening 1532 ofhousing 1529 exposes opening 1531 of arm 1530. A mechanism 1533 forrotating arm 1530 between an open position and a closed position also issupported by housing 1529.

Latching hook 1536 is supported on flange 322 of bracket 320. A platemember 1537 is proximate flange 322 and secures latching hook 1536thereto with fasteners 324. Fasteners 324 are received through apertures1538 of plate member 1537 and apertures 1539 of flange 322. Washers 1535b may be intermediate plate member 1537 and flange 322. Additionally,washers 1535 a may be intermediate fasteners 324 and plate member 1537.

Alternative embodiments of latch assembly 1524 may be configured with adouble-acting latch that allows door assembly 1500 to be partiallyreleased from frame 12 when in a first position and fully released whenin a second position. A catch mechanism (not shown) may be used topartially release door assembly from frame 12 while preventing doorassembly 1500 from rotating to the open position.

Cover 1540 may be outward of frame 1502 and coupled thereto. Coverincludes an upper longitudinal member 1542 generally corresponding toupper frame member 1504 and a lower longitudinal member 1544 generallycorresponding to lower frame member 1506. Cover further includes a firstcross member 1546 and a second cross member 1548 generally correspondingto first and second braces 1508 and 1510, respectively. Longitudinalmembers 1542, 1544, and cross members 1546, 1548 may be comprised of apolymeric material. Covered portions 1550 a, 1550 b, and 1550 c extendbetween longitudinal members 1542, 1544 and cross members 1546, 1548 togenerally correspond to openings 1512 a, 1512 b, and 1512 c,respectively. Covered portions 1550 may be comprised of a fabric orpolymeric material, such as mesh, netting, webbing, or other similarmaterials. Covered portions 1550 may allow air to flow through doorassembly 1500 and also provide additional protection for the operatorand passenger. Covered portion 1550 a may include an opening 1552 forexposing handle 1526 of latch assembly 1524. Additionally, door 1550 isshown to bow outwardly, as best shown in FIGS. 72 and 96, providing moreroom inside the operator's area for the driver and passenger.

Door assembly 1500 may further include side nets or, alternatively, maybe comprised of side nets, additional details of which are disclosed inU.S. patent application Ser. No. 12/484,888, filed on Jun. 15, 2009; andU.S. patent application Ser. No. 12/796,495, filed on Jun. 8, 2010, thecomplete disclosures of which are expressly incorporated by referenceherein. The side nets may be coupled to side tubes 164, oralternatively, side tubes 164 may be removed from frame 12 such that theside nets are coupled to portion 154 b of outer frame rail 154.

Referring to FIG. 71, regardless of whether door assembly 1500 includesstamped frame 1502 or welded frame 1502′, door assembly 1500 may alsoinclude a security bar 1558 extending therefrom. As shown in FIG. 71,security bar 1558 extends below frame 1502 and cover 1540 and may begenerally U-shaped. Bar 1558 is coupled to lower frame member 1504 offrame 1502, or alternatively, may be coupled to lower longitudinalmember 1544 of cover 1540. Security bar 1558 is positioned adjacent theoperator's or passenger's legs to further stabilize and secure theoperator and passenger within vehicle 10.

As shown in FIG. 72, door assembly 1500 is configured to pivot abouthinge 1514 and hinge 1520 in a counter clockwise direction. Inoperation, door assembly 1500 is secured to frame 12 of vehicle 10 whenarm 1530 is engaged with latching hook 1537. When handle 1526 is pulledinwardly, handle 1526 contacts arm 1530 such that mechanism 1533 causesarm 1530 to rotate away from latching hook 1536. As such, when handle1526 is pulled, opening 1531 of arm 1530 no longer engage latching hook1536 and door assembly 1500 may be swung open and moved away from frame12. When door assembly 1500 is closed and secured to frame 12, mechanism1533 causes opening 1531 of arm 1530 to engage latching hook 1536. Asound, for example a “click,” may be heard when latch assembly 1524 ispositively engaged and door assembly 1500 is fully secured to frame 12.An exemplary embodiment of latch assembly 1524 may be available fromEberhard Manufacturing Company.

Illustratively, when door assembly 1500 is in the open position, doorassembly is angled approximately 90 degrees from side tube 164. Hingecomponent 164 a includes a stop surface 165 (FIGS. 67-72) which contactscover 1540 of door assembly 1500 to prevent door assembly 1500 fromrotating past approximately 90 degrees when in the open position. Bylimiting the rotation of door assembly 1500 to approximately 90 degrees,the operator and passenger are able to easily close door assembly 1500when entering vehicle 10. Furthermore, door assembly 1500 may be taperedinwardly such that door assembly 1500 may naturally rotate towards frame12 to assist the operator and passenger when closing door assembly 1500.

As shown in FIG. 67, door assembly 1500 may be generally flush with bodyportion 40 of vehicle 10 such that door assembly 1500 does not extendoutwardly from vehicle 10 when in the closed position. Alternativeembodiments of door assembly 1500 may be full doors that extend betweenouter frame rails 154 (FIG. 9) and frame portion 612 of cab framesection 84 (FIG. 28). The full doors also would be flush with frame 12when closed because frame members, such as frame portion 612, may beprofiled. As shown in FIG. 73, frame portion 612 may have a channel 1560with opposing surfaces 1560 a and 1560 b. An inner surface of the fulldoor may rest against surface 1560 b and an upper surface of the fulldoor may rest against surface 1560 a in order to remain flush with bodyportion 40 when in the closed position. Additionally, frame 12 mayinclude members with two profiled surfaces, additional details of whichare disclosed in U.S. patent application Ser. No. 13/492,589, filed onJun. 8, 2012, the complete disclose of which is expressly incorporatedby reference herein.

Referring to FIGS. 74-76, the operator area contained between doorassembly 1500 includes a grab bar 1562 positioned forward of passengerseat 64 and extending towards the passenger. As shown best in FIGS. 75and 76, grab bar 1562 includes a shaft 1564 and a handle member 1566.Illustratively, handle member 1566 and shaft 1564 define a square incross-section; however, handle member 1566 and shaft 1564 may defineother shapes in cross-section, for example a circle or triangle. Shaft1564 includes a plurality of apertures 1598 which allows grab bar 1562to telescope closer to, or further from, the passenger. Handle member1566 is generally perpendicular to shaft 1564 and defines opposinggripping portions for the passenger to hold onto during operation ofvehicle 10. Handle member 1566 may be coupled to shaft 1564 with acoupler 1568 positioned at the coupling location of handle member 1566and shaft 1564. Handle member 1566 and shaft 1564 may be comprised of apolymeric or metal material, and, in addition to coupler 1568, may becoupled together with conventional fasteners, such as bolts, clips,screws, pins, welds, rivets, adhesive, or other similar components.

A grip or cover 1570 generally surrounds handle member 1566 and aportion of shaft 1564. Grip 1570 has a generally rounded shape thatallows the passenger to comfortably grip grab bar 1562. Grab bar 1562may be comprised of a polymeric material, for example a vibrationisolating material.

Grab bar 1562 is supported on upper frame portion 190, and moreparticularly, on transverse tube 300 and transverse channel 302. Shaft1564 is positioned within cross tube 304 and is configured to telescoperelative thereto, as is further detailed herein. A first or rear insertmember 1572 is adjacent grip 1570 and is positioned intermediate shaft1564 and cross tube 304. Rear insert member 1572 includes a lip 1574 toprevent rear insert member 1572 from sliding forward in cross tube 304.Rear insert member 1572 may include a protrusion 1580 which is receivedwithin an aperture 1582 of cross tube 304 to further retain rear insertmember 1572 within cross tube 304. Protrusion 1580 may be detent fingersor other resilient members configured to slide against the inner surfaceof cross tube 304 and extend outwardly at aperture 1582. Rear insertmember 1572 further includes at least one opening 1584 which generallycorresponds to an opening 1586 of cross tube 304 when rear insert member1572 is positioned therein. A pin 1588 and a clip 1590 may be receivedthrough openings 1584 and 1586 of respective rear insert member 1572 andcross tube 304. Furthermore, when shaft 1564 is positioned within crosstube 334, pin 1588 may be inserted through openings 1584, 1586, and oneof apertures 1598 in order to lock the position of grab bar 1562relative to cross tube 304. The square cross-section of shaft 1564 doesnot allow rotation within cross tube 304, and therefore, may preventgrab bar 1562 from rattling or moving when vehicle 10 is in use.Additionally, illustrative rear insert member 1572 is a bushing that maybe comprised of a polymeric material to further prevent rattling ormovement or between shaft 1564 and cross tube 304.

A second or forward insert member 1576 is intermediate shaft 1564 andcross tube 304 and is generally opposite rear insert member 1572.Forward insert member 1576 includes a lip 1578 and is positionedgenerally below transverse channel 302. Forward insert member 1576 maybe comprised of a polymeric material and illustratively is a bushingbetween shaft 1564 and cross tube 304. Forward insert member 1576 alsomay include a protrusion 1592 that extends from an aperture 1594 ofcross tube 304 to couple forward insert member 1576 to cross tube 304.Protrusion 1592 may be detent fingers or other resilient membersconfigured to slide against the inner surface of cross tube 304 andextend outwardly from aperture 1594. Forward insert member 1576 furtherincludes at least one opening 1596 which may correspond to an opening(not shown) of cross tube 304 when forward insert member 1576 ispositioned therein. Conventional fasteners, such as pins, clips, bolts,and screws may be received through opening 1596 of forward insert member1576 and the corresponding opening in cross tube 304.

In operation, when the passenger desires to change the position of grabbar 1562, pin 1588 and clip 1590 are removed from cross tube 304, rearinsert member 1572, and shaft 1564. Grab bar 1562 is pulled in agenerally rearward direction relative to cross tube 304 in order toposition grab bar 1562 closer to the passenger. Conversely, grab bar1562 is pushed in a generally forward direction relative to cross tube304 in order to position grab bar 1562 further from the passenger. Whengrab bar 1562 is in the desired position, one of apertures 1598 alignswith openings 1584 of rear insert member 1576 and openings 1586 of crosstube 304 in order to receive pin 1588 therethrough. Clip 1590 also iscoupled to pin 1588. As such, the configuration of grab bar 1562accommodates different passengers with different physicalcharacteristics, such as different heights or different arm lengths.Additional details of grab bar 1562 are available in U.S. patentapplication Ser. No. 13/492,589, filed on Jun. 8, 2012, the completedisclose of which is expressly incorporated by reference herein.

As shown in FIGS. 77 and 78, the operator controls in the operator areaalso include a steering assembly 1600 having a steering wheel 1602, asteering column 1604, a steering rod 1606 having portions 1606 a and1606 b, steering shafts 1162 operably coupled to ground engaging members14, and a steering adjustment mechanism 1610. Steering wheel 1602 isoperably coupled to steering rod portion 1606 a through steering column1604 and a U-joint 1608. Steering rod portions 1606 a and 1606 b areoperably coupled to each other through a U-joint 1608 and are operablycoupled to steering shafts 1162 through a U-joint 1608.

Referring to FIG. 78, steering wheel 1602 and steering column 1602 areforward of driver seat 62 and are supported on transverse tube 300through steering mount 306. Steering adjustment mechanism 1610 allowssteering column 1604 and steering wheel 1602 to tilt upwardly ordownwardly to accommodate the preferences of various operators.Additionally, steering adjustment mechanism 1610 may allow steeringwheel 1602 to telescope relative to transverse tube 300 to adjust thefore and aft position of steering wheel 1602 (i.e., to adjust theposition of steering wheel 1602 closer or further from the operator).

Steering adjustment mechanism 1610 includes a housing 1612, a lever1614, a lever bracket 1616, a coupler 1618, and friction pads or plates1620. Housing 1612 may be comprised of a metal material and generallysurrounds a portion of steering column 1604. Lever 1614 is supported onhousing 1612 by lever bracket 1616 such that lever 1614 is outside ofhousing 1612. Lever 1614 is coupled to bracket 1616 and housing 1612 bycoupler 1618.

Friction pads 1620 are intermediate housing 1612 and lever bracket 1616,and illustratively include a first pad 1620 a and a second pad 1620 b.Coupler 1618 may extend through apertures (not shown) in friction pads1620 a, 1620 b to secure friction pads 1620 a, 1620 b between housing1612 and lever bracket 1616. Friction pads 1620 a and 1620 b arecomprised of a polymeric or friction material and have complimentary andadjacent profiled surfaces at the interface therebetween. For example,friction pad 1620 a may have a convex profiled surface facing a concaveprofiled surface on friction pad 1620 b. The profiled surfacesfrictionally engage each other in order to maintain a particularposition and tilt angle of steering wheel 1602.

In order to tilt steering wheel 1602, the operator actuates lever 1614,which disengages friction pad 1620 a from friction pad 1620 b. As such,friction pad 1620 a is not frictionally engaged with friction pad 1620b, which allows steering wheel 1602 to move or tilt relative to housing1612. More particularly, the operator is able to push up or pull down onsteering wheel 1602 when the profiled surface of friction pad 1620 a isnot frictionally held against the profiled surface of friction pad 1620b. As shown best in FIG. 78, the tilt angle of steering wheel 1602 maybe approximately 45 degrees.

When steering wheel 1602 is in the desired position, lever 1614 is againactuated in order to frictionally engage friction pad 1620 a withfriction pad 1620 b. More particularly, the profiled (e.g., convex)surface of friction pad 1620 a aligns or mates with the profiled (e.g.,concave) surface of friction pad 1620 b to retain steering wheel 1602 ina particular position. The engagement between friction pads 1620 a, 1620b also may prevent rattling or other movement in steering assembly 1600.Exemplary components of steering assembly 1600 may be available fromAdmiral Tool & Manufacturing Co. of Michigan.

Alternative embodiments of steering adjustment mechanism 1610 mayinclude grooves or apertures that receive a pin or other similar devicein order to move steering wheel 1602 incrementally when the pin isreleased from the aperture or groove. A further alternative embodimentof steering adjustment mechanism 1610 includes a gas shock absorberpositioned below steering wheel 1602 for adjusting the tilt position ofsteering wheel 1602, additional details of which may be available inU.S. patent application Ser. No. 13/492,589, filed on Jun. 8, 2012, thecomplete disclose of which is expressly incorporated by referenceherein.

Referring to FIGS. 77, 79, and 80, the operator controls further includean accelerator pedal 1622, which also operates to move ground engagingmembers 14, 16. Accelerator pedal 1622 is coupled to an arm 1626comprised of a resilient material, thereby allowing arm 1626 to flexwithout breaking when the operator depresses accelerator pedal 1622. Arm1626 is pivotally coupled to an electrical system 1700 (FIG. 85) ofvehicle 10 through an electronic throttle control (“ETC”) 1640. ETC 1640is electrically coupled to throttle bodies 840 (FIG. 36) at engine 802(FIG. 34). Illustratively, the housing for ETC 1640 is supported by aplate 1642 and is coupled to an upper front panel 1646 with fasteners1644. It may be appreciated that the illustrative housing of ETC 1640does not support a throttle cable because ETC 1640 is in electricalcommunication with engine 802.

Accelerator pedal 1622 is positioned in a foot well of the operatorarea. As shown in FIG. 77, accelerator pedal 1622 is positioned belowsteering wheel 1602 and is adjacent a brake pedal 1624. Additionally,accelerator pedal 1622 is above a floor board panel 1630 and is rearwardof a lower front panel 1628. Lower front panel 1628 includes a profiledrecess 1634 that is configured to receive arm 1626 when acceleratorpedal 1622 is depressed and arm 1626 moves in a forward direction.Illustratively, profiled recess 1634 is molded into lower front paneland functions as a “stop” for arm 1626 and accelerator pedal 1622.

In operation, as shown best in FIG. 80, when vehicle 10 is not moving,accelerator pedal 1622 and arm 1626 are in an idle position A₁. When inposition A₁, accelerator pedal 1622 and arm 1626 are spaced apart fromprofiled recess 1634 and vehicle 10 is not moving. However, when theoperator depresses accelerator pedal 1622, arm 1626 and acceleratorpedal 1622 are moved in a forward direction and pivot relative to ETC1640. The pivoting motion of arm 1626 signals ETC 1640 to open throttlebodies 840, thereby causing vehicle 10 to move. Accelerator pedal 1622may be depressed to a “wide open” or maximum throttle position A₂, whichalso correlates to the maximum movement of accelerator pedal 1622 andarm 1626. When in position A₂, arm 1626 may contact recess 1634 whichstops the forward movement of arm 1626. When in position A₂, arm 1626resiliently flexes to allow accelerator pedal 1622 to contact floorboard panel 1630 before arm 1626 is flexed to a breaking point.

Referring again to FIG. 77, floor board panel 1630 and lower front panel1628 are forward of driver seat 62 and may include a stationary “deadpedal” 1648. Walls 1649 elevate dead pedal 1648 relative to floor boardpanel 1630 and lower front panel 1628. Dead pedal 1648 supports theoperator's left foot when the operator is seated in driver seat 62. Theposition of dead pedal 1648 provides a natural and comfortable positionfor the operator's foot. The upper surface of dead pedal 1648 may betextured to prevent the operator's foot from sliding. Additionally,floor board panel 1630 may include a recessed pocket 1650 forward ofdriver seat 62. Pocket 1650 is sized and positioned to accommodate atleast the heel of the operator's right foot, which may increase theoperator's comfort when depressing accelerator pedal 1622.

FIG. 77 also discloses that the passenger side of vehicle 10 includes afloor board panel 1632 and a lower front panel 1636 forward of passengerseat 64. Floor board panel 1632 also may include a recessed pocket 1658for supporting the passenger's feet, for example, the passenger's leftheel or foot. Additionally, floor board panel 1632 and lower front panel1636 support an inner dead pedal 1652 and an outer dead pedal 1654.Illustratively, inner dead pedal 1652 is angled relative to floor boardpanel 1632. Additionally, inner dead pedal 1652 may be flush with lowerfront panel 1635 and, therefore, would be angled at the same degree aslower front panel 1636. Alternatively, inner dead pedal 1652 may includewalls (not shown) for elevating and angling inner dead pedal 1652relative to lower front panel 1636 and floor board panel 1632. Innerdead pedal 1652 is positioned at a natural and comfortable location forthe passenger's left foot and may include a textured surface to preventthe passenger's foot from slipping.

Outer dead pedal 1654 is supported by both floor board panel 1632 andlower front panel 1636. Outer dead pedal 1654 includes walls 1656 thatelevate outer dead pedal 1654 relative to floor board panel 1632 andlower front panel 1636. Illustratively, outer dead pedal 1654 is offsetfrom inner dead pedal 1652, and more particularly, is rearward of innerdead pedal 1652. Outer dead pedal 1654 also may be angled relative tofloor board panel 1632, and more particularly, may be angled at the samedegree as inner dead pedal 1652. As such, illustrative inner and outerdead pedals 1652, 1654 are offset from each other but positioned inparallel planes. Outer dead pedal 1654 provides a natural andcomfortable location for the passenger's feet (e.g., the right foot) andmay include a textured surface to prevent the passenger's foot fromslipping.

As shown in FIGS. 81 and 82, floor board panels 1630, 1632 each mayinclude at least one drain 1680 to allow fluids, dirt, and debris toexit the operator area when drain 1680 is open. Drain 1680 includes acap 1682 that is removably coupled to a drain opening 1684 in floorboard panels 1630, 1632. Drain cap 1682 includes a handle 1686, a bodyportion 1688, and a locking tab 1690. Handle 1686 extends upwardly frombody portion 1688 to allow the operator or passenger to rotate drain cap1682. Locking tabs 1690 are illustratively positioned below body portion1688. Drain cap 1682 is positioned above drain opening 1684 and isrotatably coupled thereto, as is further detailed herein.

Drain opening 1684 includes a receiving surface 1692 that generallycorresponds to the shape of body portion 1688 of cap 1682. Drain opening1684 also includes channels 1694 for receiving locking tabs 1690 of cap1682. When closed, body portion 1688 of cap 1682 contacts receivingsurface 1692 and locking tabs 1690 extend within channels 1694. Whenhandle 1686 is rotated to the closed position, locking tabs 1690 rotatebelow receiving surface 1692 such that locking tabs 1690 are no longeraligned with channels 1694. As such, drain cap 1682 may not be releasedfrom drain opening 1684. Conversely, when drain caps 1682 are rotated tothe open position, locking tabs 1690 are aligned with channels 1694 suchthat locking tabs 1690 may be pulled through channels 1694. As such,drain caps 1682 may be released from drain opening 1684 which allowsdirt, debris, and fluids to flow from the operator area and belowvehicle 10. Illustrative drain caps 1682 may be snapped into, orreleased from, drain openings 1684 with only quarter turns (i.e.,rotation through one-fourth of drain cap 1682).

Alternatively, floor board panels 1630, 1632 may include other removableportions. In one embodiment, floor board panels 1630, 1632 includeremovable portions larger than drains 1680. In another embodiment, floorboard panels 1630, 1632 are removable from vehicle 10. However, floorboard panels 1630, 1632 and/or frame 12 would include seals for sealingfloor board panels 1630, 1632 against the frame members to preventfluids, dirt, debris, and noise from entering the operator area.

Referring to FIGS. 77, 81, and 83, the operator area further includes acenter console 1660 having cup holders 1662, a shifter boot 1664, and anaccess panel 1666. Access panel 1666 may be opened to provide access todrivetrain 30 and other components of vehicle 10 for cleaning,maintenance, and other actions. Console 1660 may be comprised of apolymeric material and is illustratively positioned between seatmounting brackets 126 on the driver side and the passenger side ofvehicle 10. Console 1660 extends above floor board panels 1630, 1632 andextends in a generally longitudinal direction of vehicle 10.

As shown in FIG. 83, shifter boot 1664 supports a shift lever 1668 forsignaling the drive mode of vehicle 10. Shifter boot 1664 is coupled toa top surface of console 1660. More particularly, shifter boot 1664 issealed against the top surface of console 1660 in order to seal theoperator area from dirt, debris, fluids, and noise from below vehicle10.

Shift lever 1668 extends through shifter boot 1664 and includes an arm1670. Arm 1670 is pivotally coupled to a pivot member 1672 at pivotpoint 1674. Pivot member 1672 connects shift lever 1668 to a cable 1676for signaling the drive mode to drivetrain 30. As shown in FIG. 83, lessthan half of arm 1670 is positioned within shifter boot 1668 whichallows shifter boot 1664 to remain close to pivot point 1674. Therefore,shifter boot 1664 does not move excessively during movement of shiftlever 1668.

Dash 46 is positioned within the operator area and supports as steeringwheel 1602 and gauges (FIG. 77), as is further detailed herein.Referring to FIG. 84, dash 46 also supports at least one storagecontainer 1704 having a front end 1706 and a rear end 1708. Storagecontainer 1704 is supported on a bottom surface of dash 46 and ispositioned over the foot well area of the operator area. Storagecontainer 1704 is open to the operator area such that the passenger canreach into storage container without opening a door or removing a cover.Alternatively, storage container 1704 may include a removable orrotatable cover that extends over rear end 1708 of storage container1704. Contents positioned within storage container 1704 remain thereinduring operation of vehicle 10 because front end 1706 of storagecontainer 1704 is angled downwardly.

Dash 46 also includes a glove box 1709 for additional storage in theoperator area. Glove box 1709 may include a cover for securing thecontents therein, which is configured to rotate or slide to expose thecontents within glove box 1709. Additionally, dash 46 has at least oneboss 1707 for mounting accessories within the operator area.

Additional operator controls 68 are accessible to the operator andpassenger when seated in the operator area. For example, and referringto FIG. 84, electrical system 1700 may include a light 1702 projectingbelow dash 46. Illustrative light 1702 may be a light emitting diode(“LED”) or other similar device configured to illuminate the foot wellof the operator area. Light 1702 is illustratively shown on thepassenger side of vehicle 10, however, the driver side also may includelight 1702. As shown, light 1702 illuminates floor board panel 1632 andlower front panel 1636, as well as inner dead pedal 1652 and outer deadpedal 1654 in front of passenger seat 64. Light 1702 also may illuminatestorage container 1704 and console 1660, including cup holders 1662 andshift lever 1668. Additional lights (not shown) also may be used toilluminate other components of the operator area and vehicle 10.

Light 1702 may be electrically coupled to electrical system 1700, andmay be controlled through a switch (not shown). The switch may bemanually activated by the operator or passenger, or may be automaticallyactivated by electrical system 1700. Electrical system 1700 may turn onlight 1702 only when the headlights and/or other lights within theoperator area are illuminated, or may turn on light 1702 when vehicle 10starts such that light 1702 remains on when vehicle 10 is operating.

As shown in FIGS. 77 and 85, dash 46 also supports other components ofelectrical system 1700, such as a power sports interface (“PSI”) 1724.PSI 1724 is an interface for a graphical multi-functional display, suchas a display unit 1710, which is positioned on dash 46 and is accessibleto the operator. Through display unit 1710, PSI 1724 displays variousfunctional groups of vehicle 10 as pages of a multi-page menu structure.For example, the functional groups of PSI 1724 may include vehicleperformance, vehicle dynamics, component setup, infotainment,navigation, weather, and phone and other external communications, as isdetailed further herein. Display unit 1710 may be a double din unit inorder to accommodate the various outputs.

Display unit 1710 may be a color touch screen graphical device, oralternatively, may include buttons and switches on display unit 1710,dash 46, steering wheel 1602, or other locations within the operatorarea for selecting the options presented on display unit 1710. Displayunit 1710 also may include a light indicator 1712 and/or an audio signalfor indicating a particular status of a component of vehicle 10.

Additionally, dash 46 may support various buttons, levers, or switches,such as ignition push button 1714 (FIG. 84), of electrical system 1700.Bosses 1707 on dash 46 also may support other components of vehicle 10,for example a CD, MP3, or musical player, a Bluetooth or wireless systemfor cell phones, and other systems or components in order to integratethose accessories into vehicle 10.

Alternatively, accessories such as cell phones, computers, musicalplayers, or chargers for these various devices may be integrated intovehicle 10 near seats 62, 64. For example, a panel or box (not shown)may be positioned intermediate seats 62, 64, or positioned intermediateseats 62 or 64 and door assembly 1500 or side tubes 164, to support cellphones, computers, musical players, chargers, or GPS devices.Additionally, a panel or box may be supported under hood 42 foradditional storage and support locations for accessories and cargo.Whether adjacent seats 62, 64, or under hood 42, the panels or boxes maybe sealed to prevent fluids, dirt, and debris from entering and damagingthe accessories therein, and therefore, are considered dry storagecontainers.

Frame tubes 602, 606, 610, 612, 614, 622, 624 of cab frame section 84(FIG. 28) may include openings for passing the wires of the variousintegrated accessories (e.g., cell phones, chargers, computers, GPSdevices, or musical players) to other locations of vehicle 10. As such,cab frame section 84 further integrates these accessories into vehicle10 and also prevents the electrical wires from interfering with theoperator area. Additionally, by supporting the wires for the variouson-board and external devices within the frame tubes of cab framesection 84, zip ties or other coupling components are not required forsecuring the wires in vehicle 10.

Electrical system 1700 may operate various components of vehicle 10 asfollows. Vehicle 10 may be started using a remote mechanism, such as awireless or radio frequency (“RF”) key fob 1716. When key fob 1716 isbrought into proximity with vehicle 10, key fob 1716 communicates awireless, RF, or other identification signal to a vehicle control unit1730 (“VCU”) and/or an engine control unit 1732 (“ECU”) of electricalsystem 1700. The polymeric components of vehicle 10, such as body panels40 and dash 46, are comprised of materials that allow transmission ofRF, wireless, or other signals to and from key fob 1716. When VCU 1730identifies key fob 1716 as being associated with vehicle 10, theoperator may turn on vehicle 10 by depressing ignition push button 1714.As shown in FIG. 85, VCU 1730 and ECU 1732 may be coupled to a battery1722 in order to power VCU 1730 and ECU 1732 when vehicle 10 is notturned on. Alternatively, vehicle 10 may be started using a conventionalkey that is turned in the ignition

When vehicle 10 is operating, VCU 1730 and ECU 1732 may communicate witheach other and also may send signals to display unit 10 to allow theoperator and passenger to view the functions, operations, and status ofthe components of vehicle 10. For example, through PSI 1724, displayunit 1710 may output the speed of vehicle 10, fluid and temperaturelevels, the time, the geographic coordinates of vehicle 10, the weather,the charging status of on-board and external devices, warnings, alarms,and other indicators to alert the operator of a status of the componentsof vehicle 10. PSI 1724 also may cooperate with internet or satellitesignals to display a web browser, GPS, infotainment system, audio orsound displays, and/or other network or system outputs on display 1710.More particularly, PSI 1724 includes at least one network interfaces forallowing display unit 1710 to communicate with, display informationfrom, and/or control certain aspects of the various components ofelectrical system 1700.

For example, one of the control functions of PSI 1724 displayed ondisplay unit 1710 relates to a vehicle control system, which includes anengine management system, a drivetrain management system, a transmissioncontrol, a steering control, a suspension control, a traction control,stability control, and drive modes. Additional details about the drivemodes are disclosed in U.S. Ser. No. 13/152,981, filed on Jun. 3, 2011,and Ser. No. 13/325,561 filed Dec. 14, 2011 the complete disclosures ofwhich are expressly incorporated by reference herein. PSI 1724 allowsthe operator to select pre-designed active vehicle dynamic controlalgorithms, which are presented on display unit 1710, for viewing andtuning vehicle dynamics and performance. The active vehicle dynamiccontrol algorithms may reside in PSI 1724 or another vehicle module.Additionally, the vehicle control system of PSI 1724 may display serviceor diagnostic alerts from various vehicle systems. The information fromthe vehicle control system of PSI 1724 may be uploaded to externaldevices, such as cell phones, smart phones, computers, cellularnetworks, wireless or satellite networks, the internet, a computernetwork, or other vehicle networks via one or more of the networkinterfaces of PSI 1724. Exemplary network interfaces of PSI 1724 mayinclude CAN, Bluetooth, Wi-Fi, GSM, USB, and others.

Additionally, PSI 1724 connects to and manages the infotainment systemsof vehicle 10 through interconnection to on-board and external devices,such as smart phones, radio receivers, USB memory devices, audiodevices, amplifiers, speakers, and wired or wireless headsets.Additionally, PSI 1724 may include audio amplifiers and drivers for theexternal devices.

PSI 1724 also cooperates with display unit 1710 to overlay the locationof vehicle 10 onto maps, terrain images, obstacle maps, and/or satelliteand weather imagery. PSI 1724 also may record, save, and display vehiclelog data and ride information. The log data and ride information may becommunicated to on-board and external devices through at least one ofthe network interfaces.

Furthermore, electrical system 1700 may include cameras at the frontand/or rear ends of vehicle 10, and through display unit 1710, PSI 1724may display the video data. Additionally, PSI 1724 may be configured toplayback the data on display unit 1710 or to send the data to anotherdevice via one of the network interfaces.

PSI 1724 also may control a security system for vehicle 10. Additionaldetails of an exemplary security system are disclosed in U.S. Ser. No.12/475,531, filed on May 31, 2009, the complete disclosure of which isexpressly incorporated by reference herein. Additionally, throughdisplay unit 1710, PSI 1724 may display anti-collision warnings that aregenerated by external devices on vehicle 10. Alternatively, theanti-collision warnings may be generated by external inputs andalgorithms that are included in PSI 1724.

Electrical system 1700 also may include a feedback system forcommunicating with various sensors, such as a sensor on light 1702 orother illumination devices (e.g., headlights), a sensor on seat belts1416, and a MAP sensor 1728 on engine air intake system 820 (FIG. 37).For example, VCU 1730 and/or ECU 1732 communicate with the sensor onlight 1702 to determine if light 1702 has been turned on. Depending onthe conditions, such as time of day, operating conditions, orpre-configured parameters, electrical system 1700 may automatically turnon light 1702.

Additionally, VCU 1730 and/or ECU 1732 communicate with the sensor onseat belt 1416 to determine if the operator and/or passenger havesecurely latched seat belt 1416 before operation of vehicle 10. If thesensor indicates that seat belt 1416 is not engaged, a visual or audiblealert may be communicated to the operator through light indicator 1712on display unit 1710. Furthermore, ECU 1732 may prevent vehicle 10 frommoving if the sensor indicates that seat belt 1416 is not latched.

VCU 1730 and/or ECU 1732 also communicate with MAP sensor 1728 (FIGS. 37and 85) on intake system 820 to monitor intake air pressure. Displayunit 1710 may output the intake pressure which alerts the driver to thereduction made by the filter and/or whether the filter is dirty andshould be changed. This could be accomplished by sensors before andafter the air cleaner, such that a comparison of the two sensors wouldyield a pressure drop reading across the air cleaner. A signal, such asa warning light, would be triggered when the pressure drop indicatesthat the filter should be changed.

When vehicle 10 is no longer operating, ECU 1732 may include acontrolled chassis relay which allows ECU 1732 to remain operational(via battery 1722) for a predetermined amount of time after vehicle 10is shut off. For example, ECU 1732 may remain operational forapproximately 30 seconds after the operator turns off vehicle 10 inorder to maintain the operation of various components of electricalsystem 1700. For example, after vehicle 10 is turned off, ECU 1732 maymaintain operation of head lights, tail lights, light 1702 in theoperator area, communication devices, and/or the security system for thepredetermined time limit (e.g., 30 seconds).

In addition to the accessories of electrical system 1700, vehicle 10also supports other accessories thereon. For example, as shown in FIGS.86-88, a winch assembly 1750 may be supported on vehicle 10 on theoutside of body portion 40 of vehicle 10. Alternatively, winch assembly1750 may be positioned within body portion 40 of vehicle 10 to allow theoperator access to winch assembly 1750 from the operator area. A furtherembodiment may include more than one location (e.g., a front endlocation and a rear end location) for winch assembly 1750 such thatframe 12 may support more multiple winch assemblies 1750.

Winch assembly 1750 includes a winch device 1752, a device brace 1754,an alignment plate 1756, and a guide device 1758. Winch device 1752 issupported by device brace 1754, which is coupled to channels 222 andplate 224 at the front end of frame 12. As shown best in FIG. 88, winchdevice 1752 is intermediate tube portions 200 b and frame tubes 202.More particularly, winch device 1752 is forward of frame tubes 202 andis rearward of tube portions 200 b. Additionally, because winch device1752 is coupled to channels 222 and plate 224, winch device 1752 isspaced apart from frame tubes 152. Illustratively, winch device 1752 ispositioned above frame tubes 152 and device brace 1754 is coupled tochannels 222 and plate 224 with fasteners 1760 and 1762, respectively.

Winch device 1752 is rearward of bracket 230 but the cable, rope, orline (not shown) that extends therefrom may be received through anopening (not shown) in bracket 230. When in use, the cable continuouslyextends from bracket 230 to bracket 240 which is forward of bracket 230.The cable extends through an aperture 240 e of bracket 240 and alsopasses through an aperture 1764 of alignment plate 1756 before extendingthrough an aperture (not shown) of guide device 1758. Alignment plate1756 is coupled to bracket 240 and is intermediate bracket 240 and guidedevice 1758 when in use. Guide device 1758 is forward of alignment plate1756 and includes rollers 1766 or other rounded devices. Rollers 1766prevent damage to the cable of winch device 1752 if the cable slides tothe outer edges of the aperture of guide device 1758. The cable may becoupled to an external object in order to carry or support the object.Winch device 1752 includes a retraction mechanism to retract the cableinto winch device 1752 when not in use. Additional detailed of winchassembly 1750 are disclosed in U.S. patent application Ser. No.13/492,589, filed on Jun. 8, 2012, the complete disclose of which isexpressly incorporated by reference herein.

As shown in FIGS. 89-91C, body portion 40, including hood 42, frontfender 44, dash 46, sideboard 48, front floorboard 50, rear sideboard52, and rear cargo area 56, may be coupled to each other with connectors1770. Illustratively, connectors 1770 are “H” connectors which areconfigured to couple with projections 1772 extending from body portions40. Projections 1772 have opposing angled surfaces 1774 generallydefining a V-shape. A distal end 1776 is coupled to a rear surface ofbody portions 40 and is wider than a proximate end 1778 which extendsfrom the rear surface of body portions 40. Proximate end 1778 isreceived through apertures 1780 in adjacent body portions 40 to coupleadjacent body portions to each other.

Connectors 1770 are coupled to proximate end 1778 in order to furthersecure adjacent body portions 40 together. Connectors 1770 also includeopposing angled surfaces 1782, 1784, which generally correspond toopposing surfaces 1774 of projections 1772. Connectors 1770 also includean arm 1786 extending along a portion of surface 1782 and an arm 1788extending along a portion of surface 1784. Tabs 1790 are positioned at adistal end 1792 of connectors 1770. A proximate end 1794 is narrowerthan distal end 1792.

In operation, when projections 1772 of body portions 40 are receivedthrough apertures 1780 of adjacent body portions 40, connectors 1770slide over projections 1772 to further secure adjacent body portions 40together. In particular, distal end 1792 of connector 1770 is coupled todistal end 1776 of projection 1772 such that tabs 1790 are in contactwith the rear surface of body portions 40. Proximate end 1794 is coupledto proximate end 1778 of projections 1772. When connectors 1770 arereceived over projections 1772, arms 1786, 1788 engage opposing surfaces1774 of projections 1772 to prevent connectors 1770 from sliding off ofprojections 1772. As such, connectors 1770 remain coupled to projections1772, thereby securing body portions 40 to each other.

With reference now to FIGS. 92-99, a second embodiment of the vehicle ofthe present disclosure will be described. The vehicle is shown generallyat 1800 and is commonly referred to as an all terrain vehicle (ATV), aside-by-side vehicle (SxS) or a utility vehicle. As shown, vehicle 1800generally comprises a frame 1802 (FIG. 94) supported by ground engagingmembers 1804 and 1806. As shown in this disclosure, ground engagingmembers 1804 and 1806 are comprised of wheels 1808 and tires 1810; andwheels 1812 and tires 1814. Vehicle 1800 further comprises a drive train1816 (FIG. 94) operatively connected to frame 1802 and drivinglyconnected to one or more of the ground engaging members 1804, 1806. Inthe present disclosure, the drivetrain 1816 is comprised of afuel-burning engine and transmission combination, together with adriveshaft extending between the drivetrain and both of the front andrear ground engaging members 1804, 1806, as described in greater detailherein. However, any drivetrain could be contemplated such as hybrid,fuel cell or electric. The drivetrain 1816, the front and rearsuspension assemblies, and steering assemblies are more thoroughlydescribed in our pending application Ser. No. 11/494,891 filed Jul. 28,2006 and Ser. No. 11/494,890 filed Jul. 28, 2006, the subject matter ofwhich is incorporated herein by reference.

As shown in FIGS. 92-96, vehicle 1800 further includes a body portion orchassis shown generally at 1818 to include a hood 1820, front fender1822, dash 1824 (FIG. 93), sideboard 1826, front floorboard 1828 (FIG.96), rear fender 1830 and rear cargo area 1832, shown as a rear cargobed. As also shown, vehicle 1800 is comprised of seating area 1834,having a driver seat 1836 and a passenger seat 1838 (FIG. 98). As shownbest in FIG. 96, driver seat includes a seat back 1836 a and a seatbottom 1836 b, while passenger seat 1838 includes a seat back 1838 a anda seat bottom 1838 b. Furthermore, vehicle 1800 includes operatorcontrols shown generally at 1840 (FIG. 94), which includes controls forsteering, acceleration and braking, as described further herein. Vehicle1800 also includes a front suspension 1842 and a rear suspension 1844(FIG. 97). Operator's compartment 1848 (FIG. 94) is provided with anoverhead cab frame 1850 as described herein. Operator's compartment 1848is enclosed on the sides by doors 1852, as further described herein.

With reference now to FIGS. 100-101, the hood 1820 and dash 1824 will bedescribed in greater detail. With reference to FIG. 101, the body panelsthat make up the hood and dash are shown as comprised of body panel1854, instrument panel 1856, and removable bin 1858. As shown, bodypanel 1854 includes a removable hood portion 1860 having quarter turnlocks 1862, which may couple to panel 1856 as described herein. Bodypanel 1854 includes an opening at 1864, which defines a marginal seam at1866 having margins 1866 a, 1866 b, and 1866 c. Panel 1856 fits overopening 1864 and includes marginal front edges 1868 a that correspondwith margins 1866 a; marginal front edges 1868 b that correspond withmargins 1866 b and lower marginal edge 1868 c corresponding to marginaledge 1866 c. Marginal tabs 1870 are slidably received under the hoodportion 2096, whereby apertures 1870 a may receive latch portions 1862 ato retain instrument panel 1856 in position. Multiple panels 1856 couldbe available for use with different options.

Body portion 1854 further includes an aperture 1872 defined in centralbody portion 1874 for receipt of bin 1858. Bin 1858 is shown in FIGS.102-105. Bin 1858 includes an enclosure 1876, inner or intermediateplate 1878 having a latch 1880, a seal 1882, a front plate 1884, and aseal 1886. As shown in FIG. 102, enclosure 1876 includes lower wall 1876a, sidewalls 1876 b, top wall 1876 c, and rear wall 1876 d. Mountingbosses 1876 e and 1876 f may project from rear wall 1876 d for mountingenclosure 1876 to the vehicle frame. Enclosure 1876 may include rubbergrommets such as 1876 g for receipt of wires or cables there through, aswell as, knock-outs at 1876 h and 1876 i. Knock-out 1876 h could be usedfor bringing in accessory power and knock-out 1876 i could be used for awinch control cable. Enclosure 1876 further includes a peripheral wallat 1876 j, which seats inside marginal edge 1884 a of opening 1872 (FIG.101). As shown best in FIG. 105, enclosure 1876 further defines arearwardly facing surface 1876 k for receipt against marginal edge 1872a and a lower lip at 1876L for seating against marginal edge 1872 a.

As shown best in FIGS. 103 and 104, enclosure 1876 includes lower bossesat 1876 m, having apertures 1876 n. As shown best in FIG. 104, enclosure1876 further includes a top brim portion 1876 p having a latchingaperture at 1876 q. An outer peripheral groove at 1876 r circumscribes afront opening 1876 s and receives seal 1882 therein.

With reference still to FIGS. 103 and 104, intermediate plate 1878includes plate portion 1878 a having a lower wall at 1878 b withdepending lugs 1878 c having apertures 1878 d. A peripheral groove 1878e circumscribes plate portion 1878 a to receive seal 1886. Mounting lugs1878 f (FIG. 103) are provided on a backside of 1878 a to mount latch1880. Latch 1880 includes a mounting boss 1880 a to receive a lockingpin 1886 therethrough. Latch 1880 includes a double-clasp having a firstclasp at 1880 b FIG. 103) and a second clasp at 1880 c (FIG. 104). Latch1880 also includes a handle portion 1880 d.

Front panel portion 1884 includes a body portion 1884 a and a windowportion at 1884 b, where window portion 1884 b could be transparent,such as a transparent glass or plastic portion in order to view anycomponents behind the front cover 1884. As shown in FIG. 103, frontplate 1884 further includes an inner peripheral wall at 1884 c, a firstset of mounting lugs at 1884 d and a second set of mounting lugs 1884 e.Mounting lugs 1884 d are coupled to lugs 1876 m by way of fasteners 1888through apertures 1876 n. Inner plate 1878 is also coupled to frontplate 1884 by way of fasteners 1890 extending through apertures 1878 dand coupled to mounting lugs 1884 e. Front plate portion 1884 furtherincludes an opening at 1884 f (FIG. 104) providing access to amountinglug as 1884 g.

With reference to FIG. 105, a double-sealed storage compartment isprovided defining a first sealed compartment 1900 a and a second-sealedcompartment 1900 b. Moreover, both compartments are latched by the samelatch component 1880. As shown in FIG. 105, moving latch handle 1880 ddownwardly as viewed in FIG. 105 would release latch lug 1880 c fromapertures 1876 q. This would allow the combination of front plate 1884and intermediate plate 1878 to continue to be latched together by way of1880 b and 1884 g and rotate about fasteners 1888. This would provideaccess from the front of enclosure 1876 to access storage compartment1900 b. Rotating latch member 1880 d upwardly now would release lugs1884 g and 1880 b and allow access to compartment 1900 a with rotationabout fasteners 1890.

Compartment 1900 a could be used to house such items as a smartphone orGPS, whereas compartment 1900 b could be used to house any otherelectronic components desired such as radios, and the like. It is alsoanticipated that an electronics package, such as the one described inApplicants' application Ser. No. 61/769,378 filed Feb. 26, 2013, thesubject matter of which is incorporated herein by reference, could beutilized. Front plate 1884 could be profiled such that peripheral wall1884 c (FIG. 103) positions a smart phone screen viewable through window1884 b. Multiple front plates could be available to correspond todifferent smart phones.

With reference now to FIGS. 106-108, the front frame of vehicle 1800will be described in greater detail. It should be recalled from FIGS. 12and 14 above, that front frame portion 190 was coupled directly to frontframe portion 82 whereupon the plastic body panels are positioned overfront panel portion 190. In this embodiment, front frame portion 2050 isassembled to vehicle 1800 after the plastic body panels are assembled.As shown in FIG. 106, vehicle 1800 is shown with hood 1820 in position,yet with panel portion 1856, removable bin 1858, and dash portion 2095disassembled from vehicle 1800.

With reference to FIGS. 106 and 113, vehicle 1800 further includes afront inner panel portion 2052 coupled in place to the vehicle frame.Vehicle 1800 also includes a floorboard portion 2054 coupled in place. Arear seat panel 2056 is also shown coupled in place over which seats areassembled, as described further herein. As for the combination of panel2052, floorboard 2054, and panel 2056, reference is also made generallyto FIG. 113. As shown in FIG. 108, front frame portion 2050 includestransverse channel portions 2050 a and 2050 b coupled together by way ofbrackets 2050 c and 2050 d. Vertically extending frame tubes 2050 e arecoupled to channel 2050 a and include brackets 2050 f, which may becoupled to front brackets 180 (FIG. 14) through an indent 2060 of panelportion 2052. As also shown in FIG. 108, front frame portion 170 cupstands through panel portion 2052 providing access to bracket 270(also see FIG. 14), whereby fasteners 2050 i can be positioned throughapertures 2050 h and couple to bracket 270. In this manner, the three(3) panels 2052, floor board 2054, and rear panel 2056 may be formfitted.

With reference now to FIGS. 109-111A, fuel tank 2070 is shown nestedbetween frame tubes 150 and 154 and over channel 352 (FIG. 111). Asshown best in FIGS. 111 and 111A, fuel tank 2070 includes front edge2072, right edge 2074, enlarged portion 2076, having a rearwardlyextending portion 2078 extending beyond rear wall 2080. A lower side offuel tank 2070 includes a lower wall 2082 on a right hand side of thefuel tank and a contoured section 2084 defining scalloped section 2086and 2088. Fuel tank 2070 also includes a left most edge at 2090 and afuel tank filler neck 2091. Thus, as positioned in frame, fuel tank 2070has front edge 2072 extending forwardly of passenger seat bottom 1838 b(FIG. 110) with left edge 2090 extending laterally beyond seat bottom2065 and with driveshaft 810 extending under contoured portion 2084 andpositioned in scalloped portion 2088 (FIGS. 111, 111A and 111B).

Now with reference to FIGS. 112-115, a seat support assembly will bedescribed in greater detail. With reference first to FIG. 113, frontbody panel 2052 includes front wall section 2081 extending downwardly toa marginal edge 2083. Marginal edge 2083 includes a plurality ofapertures, for example at 2083 a, 2083 b, etc., for coupling with floorboard panel 2054. Panel 2052 also includes sidewalls 2085, whichincludes indent portions 2060 as previously described.

Floor board portion 2054 includes a front wall portion 2091 on thedriver's side transitioning into wall portion 2092 including a footrestpedal portion at 2094 (often times referred to as a “Dead Pedal”). Floorboard portion 2054 also includes a left sidewall 2096, rear wall 2098,floor portion 2100, recessed floor portion 2102, and right most wall2104 defining a tunnel 2106. Floor board portion 2054 also includes apassenger front wall portion 2110, a floor board portion 2112, left wall2114, rear wall 2116, and right most wall 2118. On the passenger side,two footrests are provided, 2120 and 2122. As shown, the footrests 2120and 2122 are longitudinally offset with footrest 2122 being positionedcloser to the passenger than footrest 2120.

Floor board portion 2054 further includes a front upper marginal edge2130 having apertures 2132 and 2134. It should be appreciated thatmarginal edges 2082 and 2130 overlap and cooperate to couple together byway of fasteners positioned in overlapping apertures 2082 a, 2082 b;2132, 2134. This overlap and coupling together provides a sealedoperator's compartment for the operator. It should also be appreciatedthat floor board portion 2054 includes a rear marginal edge 2140 asdescribed herein.

With reference still to FIG. 113, rear panel 2056 will be described ingreater detail. As shown, rear panel 2056 includes a front marginal edge2150 profiled to cooperate with rear marginal edge 2140 of floor boardportion 2054 as described herein. Rear panel portion 2056 furtherincludes a front wall portion 2152, sidewall portions 2154, 2156; andrear wall 2158, thereby defining compartment 2160 under the driver'sseat. Rear portion 2056 further includes an upper panel 2162 having anaccess opening at 2164 and a profiled open 2166 for receipt of fuel tankfiller neck 2091 (FIG. 111). Rear panel portion 2056 further includes arecessed and stepped portion 2170 (See also FIG. 112). It should beappreciated that the panel portions 2052, 2054, and 2056, are assembledto the frame and to each other with front marginal edge 2150 of panelportion 2056 positioned on top of rear marginal edge 2140 of floor boardportion 2054. The overlapping marginal edges 2140 and 2150 arepositioned on top of brackets 360 (FIG. 111). This positions the steppedportion 2170 (FIG. 114) on top of brackets 362 (FIG. 111).

Thus with the body panel portions 2054, 2056, in the position of FIG.114, seat frame 126 may be positioned over the body panel portionswhereby front channel 440 overlaps the intersection of marginal edges2140, 2150, whereby fasteners 2180 are recessed through apertures 2182of channel portion 440 to be threadably engaged with brackets 360 (FIGS.111 and 115). In a like manner, fasteners 2184 are received throughapertures 2186 (FIG. 114) to be received in threaded engagement withapertures 362 a of pedestals 362 (FIG. 111). As mentioned above, withrespect to the front body panel portions, the intersection of bodypanels 2054, 2056, by way of the overlapping marginal edges 2140, 2150,provides for a sealed operator's compartment, and as frame member 126 ispositioned over this intersection and covers the intersection, the seamis virtually sealed. This is also shown in FIG. 115 in cross-section,where seat support frame 126 is shown in a fully installed position.

With reference now to FIGS. 116-118, doors 1852 will be described ingreater detail. It should be appreciated that a passenger door 1852 issubstantially similar, yet mirror-imaged from a driver door and thus,only one door, the driver's door 1852 will be described. As shown inFIG. 116, door 1852 is shown coupled by way of a hinge assembly 2200 toframe tube 2202, which in turn is shown coupled to frame tube portions154 b and 160 b. Frame tube 2202 includes a generally horizontal upperportion 2202 a coupled to connector 90 c, and a substantially verticalportion 2202 b coupled to connector 90 d, and to which hinges 2200 areattached. As shown best in FIGS. 117 and 120, door 1852 includes anouter panel portion 2206 and an inner frame portion 2208.

With reference now to FIGS. 117 and 118, hinge 2200 includes a baseportion 2210 coupled to vertically extending portion 2202 b, a pinportion 2212 and a swinging hinge portion 2214, where the hinge portion2214 may rotate about pin portion 2212. Hinge 2200 includes a stopportion 2216 having a stop surface 2218 (FIG. 117). Hinge portion 2214includes a horizontally extending portion 2214 a and a verticallyextending portion 2214 b. Vertically extending portion 2214 b is coupledto frame 2208 by way of fasteners 2224. As shown in FIG. 118, door 1852is rotated in the direction of arrow O into an open position whereininner surface of hinge portion 2214 b abuts stop surface 2218. Thisprovides for the maximum open position for door 1852. A door latch 2230(FIG. 120) is substantially similar to the latch assembly as shown anddescribed in FIGS. 68-70 herein.

With reference now to FIGS. 119A and 119B, a lower door portion 2240 maybe attached to door 1852 to substantially close the operator'scompartment where lower door portion 2204 fills the void between door1852 and lower panel portion 1826. As shown, door portion 2240 includesan outer panel portion 2242 and an inner frame 2244 (FIG. 119B). Asshown, panel portion 2242 includes an upper edge 2246 and a rearwardedge 2248 lying adjacent to a lower edge panel portion 2206 of upperdoor 1852.

As shown best in FIG. 119B, frame 2244 includes an oval-shaped frametube 2250 having a plurality of mounting tabs 2252 whereby fasteners2254 may be received in threaded bosses 2256. A bracket portion 2260 iscoupled to tubular frame 2250 and includes a lower plate portion 2262coupled to tubular frame 2250. Bracket 2260 also includes an upper flapportion 2264, which would include an upper tab portion received throughaperture 2266 of frame portion 2208 and fastened by way of fastener2268. Bracket 2270 is substantially similar to bracket 2260 and iscoupled to frame 2208 by way of fastener 2272. A front bracket assembly2280 includes a bracket plate 2282 having a first plate portion 2282 aand a second plate portion 2282 b. Plate portion 2282 a is coupled tobracket 2284 while plate portion 2282 b is coupled directly to frame2208.

Thus, it should be appreciated that door portion 2240 is easilyassembled and disassembled. For example, to disassemble lower doorportion 2240 from the position shown in FIG. 119B, fasteners 2288, 2268,and 2272 are removed whereby the door portion 2240 may be rotatedoutwardly to remove the tab portions from apertures 2266.

With reference now to FIGS. 120A and 120B an alternative door frame 2290is shown, which coupled to the same inner door frame 2208. Door 2290would include a peripheral seal at 2092 providing a sealed fit againstthe vehicle frame. Door frame 2290 is coupled by way of the fasteners2094 to frame 2208. In this embodiment, door 2090 would be formed from arigid material, for example, by an aluminum stamping.

With reference now to FIGS. 121-124, vehicle 1800 includes a removablebezel 2300. It should be appreciated that there are two bezels provided,which are substantially identical yet mirror imaged and thus will bereferred to as bezels 2300L on the left side of the vehicle and 2300R onthe right side of the vehicle. First, and with reference to FIG. 122,engine 802 is shown coupled to a transmission, shown as a continuouslyvariable transmission (or “CVT”) 804. As shown in FIG. 122, air intaketo the engine would include air through bezel 2300R to conduit 828through filter box 826 to conduit 824 to air box 822 and to throttle840. This is also described above with reference to FIGS. 35-38.Meanwhile, cooling air for CVT 804 includes input to bezel 2300L throughconduit 830 to the CVT intake.

As shown best in FIG. 123, rear utility bed 1832 includes a contouredwell 2302 having a lower surface 2304 having an aperture 2306 (FIG. 126)therethrough. As shown in FIG. 124, the top of conduit 828 includes aresilient flange 2310 having a ramped surface 2312 defining an annularslot 2314. It should be appreciated that conduit 828 may be insertedthrough aperture 2306 (FIG. 125) from an underside thereof, wherebyramped surfaces 2312 allow the resilient deflection of flange 2310 tothe position where annular slot 2314 encompasses portion 2304 as shownin FIG. 124. This also positions a top 2320 of conduit 828 above lowersurface 2304 and thus, any water accumulating in the rear utility bed,particularly in the contoured wells 2302, does not make its way toeither the engine or CVT due to its sealed nature as discussed above.Bezel 2300 may also include a filter screen 2324 (FIG. 121) providing afirst level of filtering into either of the engine air filter or CVTcooling.

Due to the ready removability of bezels 2300, filters 2324 may be easilycleaned. Moreover, due to the removability of bezels 2300, a top surfaceof vehicle 1800 may now defined by a front of a dash and a rear of therear utility bed such that the height is at “H,” rather than at a top ofbezel 2300R (FIG. 95). This decreases the envelope of the vehicle forshipping, as the cab frame 1850 is also readily removable.

With reference now to FIGS. 125 and 126, rear utility bed 1832 is showncoupled to upper frame members 380 by way of support strap 430. As shownin FIG. 126, support strap 430 includes upright portions 470 and atransverse portion 472 where uprights 470 are coupled to frame member380 as described above with regard to FIG. 18. As shown in FIG. 126,upright portions 470 include elongate slots 2330 and circular apertures2332. When in place, apertures 2330 and 2332 overlie an elongate opening2334 providing an access from inside of utility box 1832. In this way, astrap or a bungee cord could be utilized for retaining items in the rearutility bed where the hook on the bungee cord could be positionedthrough elongate slot 2330 and then moved to position the hook portionthrough aperture 2332. This would allow tension forces in the bungeecord to be transferred to the frame through strap portion 430 ratherthan directly to the rear utility bed.

In a similar manner, and with reference still to FIG. 126, brackets 2340are provided having a strap portion 2342, an upper tab portion 2344, anda lower L-bracket portion 2346. An elongate slot 2348 and aperture 2350are provided in the strap portion. Utility box 1832 includes a boss 2360having mounting apertures 2362, and a rear wall 2364 of utility bed 1832includes an elongate opening at 2366. Thus, brackets 2340 may be coupledto bosses 2360 and slot 2348 and aperture 2350 overly opening 2366 andalso provide for receipt of cable straps or bungee cords as describedabove. Finally, rear fascia 2368 (FIG. 128), is coupled to brackets 2340by way of fasteners 2369 (FIG. 128) positioned through apertures 2346 a.

As shown in FIG. 126A, an H-shaped reinforcing member 2352 is shownwhich couples to a bottom of utility bed 1832. The H-shaped reinforcingmember 2352 includes longitudinal frame members 2352 a and a crossmember 2352 b. Longitudinal frame members 2352 a fasten to bosses 2354.Cross member 2352 b extends under utility bed 1832. The entire H-shapedreinforcing member 2352 is sandwiched between the utility bed 1832 andthe frame 12.

As shown in FIG. 126B, a heat shield 2356 is shown which can mount underbosses 2358. Heat shield could be comprised of a foam material or anyother suitable heat resistant materials.

As shown in FIGS. 127 and 128, rear utility bed 1832 includes an accesspanel 2370 having a vertical plate portion 2370 a and a horizontal plateportion 2370 b, which is receivable in an opening 2372 of cargo bed 1832providing access to multiple features of the power train including theair cleaner 826 (FIG. 122) and spark plugs 2374 (FIG. 127). As shown inFIG. 126, strap portion 430 and particularly transverse portion 472 alsoincludes mounting brackets 2380, 2382 for mounting various features suchas hydraulic or electrical lines, which provides for an easy method ofmounting, and keeps the lines up-and-away from the engine and/ortransmission. This mounting location also provides for access of theselines through opening 2372 (FIG. 127).

With reference now to FIGS. 128-130, access to rear shock absorbers willnow be described. As shown in FIG. 128, the rear shock absorbers includea gas purge reservoir 2390 coupled to cab frame 1850. A removable panel2392 is provided which, when removed, provides access to rear shockabsorber 2394, see FIG. 130.

With reference now to FIGS. 131 and 132, utility vehicle 1800 includesan access panel 2400 positioned between the driver and passenger seats.This is provided in the back wall partially between the seat backs 1836a and 1838 a. This access panel 2400 can be removed to access a front ofthe engine, which can provide access to oil dipstick 2402 and oil filter2404 (FIG. 122).

With reference to FIGS. 93 and 133-134, cab frame 1850 will be describedin greater detail. With reference first to FIG. 93, cab frame 1850includes a front portion 2410, rear portion 2412, and rear supports2414. Rear portion 2412 includes an upper portion 2412 a (FIG. 96), sideportions 2412 b and 2412 c (FIG. 95) and cross tube 2412 d (FIG. 99). Asshown best in FIG. 134, front portion 2410 includes first and secondframe portions 2420, 2422 coupled together by way of a cross bar 2424.Frame portions 2420 and 2422 each include tube portions 24206 a, 2412 a,which would extend forward of the operator and be coupled to the frame.Frame portion 2420 and 2422 further include longitudinally extendingsections 2420 b and 2422 b, which extend rearwardly and over theoperator's head. Corresponding brackets 2426 on frame portions 2420,2422 and corresponding brackets 2428 on cross tube 2424 allows couplingtogether with fasteners, to define the front frame portion 2410. Frametube portion 2420 further includes rear brackets 2430 (FIG. 93) forcoupling rear frame portion 2412.

With reference to FIGS. 133 and 134, a visor 2440 is shown havingmounting portions 2442 on either side thereof having apertures at 2442a, 2442 b, 2442 c, and 2442 d to receive fasteners 2444 there throughand couple to brackets 2428 by way of threaded body clips 2446. Visor2440 also includes rectangular openings 2448 for attachment of anoptional roof as described herein. Visor 2440 further includes resilienthooks 2450 on a lower side thereof (FIG. 135) for gripping cross tube2424.

With reference now to FIGS. 136-138, a roof 2460 will now be described.As shown best in FIG. 137, an underside of roof 2460 includes rearwardlyextending gripping fingers 2462 and forwardly extending gripping fingers2464. As shown in FIG. 138 gripping fingers 2462 extend through aperture2448 of visor 2440 and gripping fingers 2464 grasp rear cross tube 2412a. A sealing surface is provided at 2472 of visor 2440, which can beused with a windshield, as further described herein.

With reference now to FIG. 139, a spare tire holder is shown at 2500.Spare tire holder 2500 includes four clamp assemblies 2502 coupled torear supports 2414 of cab frame 1850. The clamps 2502 each comprise abase portion 2504 (FIG. 140) having counter bored holes at 2506 whichcommunicate with threaded apertures in the counterpart clamp 2508. Itshould be appreciated that each of the base portions 2504 includes foursuch counter bores 2506 to receive four threaded fasteners to retaineach counterpart clamp 2508. It should also be appreciated that the twocomponents 2504, 2508 could be coupled together at one of the edges andutilize only two such fasteners. It should also be appreciated any typeclamp retainable to rear supports 2414 could be utilized.

As shown in FIG. 139, spare tire holder 2500 further includes holderassembly 2510 which comprises two frame members 2512 and 2514 each ofwhich terminate in a coupling end 2520 (FIG. 140) for coupling to clamps2502 as described herein. Holder 2510 further includes two upright frametube members 2522 and 2524 which in turn are coupled together by acentral channel member 2526. As shown best in FIG. 140, a threaded stud2528 extends upwardly from channel portion 2526 and receives a lockingmember 2530 and a retaining ring 2532. Locking member 2530 generallyincludes a central shank portion 2540 which is internally threaded toreceive stud 2528 and a handle portion 2542 having two extendingportions 2542 a and 2542 b each of which have a lug nut wrench 2542 c(FIG. 140) and 2542 d (FIG. 139).

It should be appreciated that locking member 2530 and retaining ring2532 are removed to add a spare tire and rim over holder 2500 such thatthe center aperture through the rim is positioned over stud 2528. Itshould be appreciated that the frame tubes 2522 and 2424 upstand, asshown in FIG. 140 such that they contact the inside of the rim uponplacement of the spare tire and rim. The retaining ring and lock member2530 are then positioned over the stud 2528 with retaining ring 2532including a frusto-conical surface 2532 a which centers itself with therim aperture whereupon lock member 2530 may be threaded in position to ataught and locked position.

It should also be appreciated that clamps 2502 are coupled to basemembers 2530 by way of locking pins 2550 such that removal of the pinuncouples the clamp on the base member. While almost any type ofretaining pin or fastener combination could be used to retain basemembers 2520 to clamps 2502, as shown, pins 2550 are referred to as “PIPpins” and are available from Aerofast, Inc.

Thus it is anticipated that once the spare tire holder 2500 is assembledto the utility vehicle that the clamps 2502 remain in place even whenthe spare tire holder is not in use. That is, the holder member 2510 maybe easily removed from the vehicle by pulling the four retaining pins2550 which removes the entirety of the spare tire holder 2500, leavingclamps 2502 coupled to rear supports 2414. Once the clamps are located,holder 2510 is easily placed back in place by aligning base members 2520with the corresponding clamps 2502. It should also be understood thatholder 2510, with or without spare tire, could be swung out of the wayof the utility bed by removing two of the retaining pins which arelocated on the same rear support 2414. That is, and with reference toFIG. 139, removal of the two retaining pins on the right rear support2414 would allow the support 2510 to pivot about the two left retainingpins and rotate towards the driver's side of the vehicle. Holder 2510 isalso rotatable in the opposite sense by removing the opposite tworetaining pins.

With reference now to FIGS. 141 and 142, a revised steering gear 2560 isshown, which is substantially similar to the steering gear shown in FIG.49 and attached to front bracket 284. However, in this embodiment,steering gear 2560 includes flange portions 2562 and 2564 which includethreaded studs 2566. In this manner, steering gear can be placeddirectly against an inside of bracket 284 and held in place bycounterpart fasteners 2568. Due to the small envelope of spaceavailable, the steering gear can be placed in position with studs 2566positioned in apertures 284 a (FIG. 16a ) and fasteners 2568 placed onthe front side of bracket 284. This prevents the requirement to have awrench on the back side of the steering gear 2560 in order to retainbolt heads, if bolts are used in place of the studs.

With reference now to FIGS. 143 and 144, engine 802 is shown mounted toengine mounts 120 by way of engine support 2570. As shown best in FIG.144, engine support 2570 includes a crossbar 2572 having intermediatebrackets 2574 and end brackets 2576. Intermediate brackets 2574 includeplate portions 2574 a having mounting apertures 2574 b. Brackets 2576include opposing plate portions 2576 a and 2576 b to receivetherebetween a resilient mount member 2580. As shown in FIG. 144, engine802 includes integrated shear plates 2582 including apertures 2582 a. Asshown in FIG. 144, apertures 2582 a align with apertures 2574 b suchthat fasteners 2584 may be received through apertures 2574 b and 2582 ato receive counterpart fasteners 2586. Engine 802 and support member2570 may now be positioned with resilient supports 2580 over enginemounts 120 with apertures 2580 a aligned with apertures 120 a, whereuponfasteners 2588 may be positioned through apertures 2580 a, 120 a, toreceive counterpart fasteners 2590.

An alternative engine coupler 2570′ is shown in FIG. 144A, with theengine shown mounted to the frame. Engine support 2570′ includes acylindrical crossbar 2572′ supported at the ends by resilient supports2580′.

With reference now to FIG. 145, alternate front and rear suspensions areshown at 2600 and 2602. Front suspension 2600 is similar to frontsuspension 70 yet includes a spring over needle shock 2604. As shown inFIG. 146, the spring over needle shock 2604 includes a needle shock 2606having the main cylinder 2608 coupled to piston rod 2612 having a yokeat 2614. Upper retainer 2616 is slidable over main cylinder 2608 toreceive a first spring 2618. Intermediate retainer 2620 is thenpositioned against spring 2618 and receives a second spring 2622thereover. Lower retainer 2624 retains spring 2622 from a lower endthereof.

With reference again to FIG. 145, rear suspension 2602 is similar tothat of suspension 72, yet includes a shock 2630 which is an externallyadjustable bypass shock with an external spring 2632. The remainder ofthe rear suspension is identical to that shown in FIGS. 29-33E. Withreference now to FIGS. 147-154, shock 2630 will be described.

As shown in FIGS. 147-149, shock 2630 generally includes tubular body2650, upper cap 2652 having check valves 2654 and 2656, end cap 2658,and piston rod 2660. A gas purged reservoir 2662 would be coupleddirectly to cap 2652 and would be profiled as an IFP-style reservoir(internal floating piston). Shock 2630 is profiled as a bypass shock,which allows position sensitive damping, so that in the small input rideregion you have one damping characteristic and then when you get verydeep into the shock stroke, you can step-up to a higher level of dampingfor increased bottom-out resistance without having the same highresistance in the small input range. This is accomplished by providingbypass channels bypassing the piston. In this embodiment, the tubularbody 2650 is kept clean to allow for the over spring 2632 (FIG. 145).This is accomplished by placing the bypass channels, as well as thereservoir channel, directly in the shock tube body 2650 as describedbelow.

With reference first to FIG. 151, shock tube 2650 includes a pluralityof channels shown generally at 2670, however, shown individually aschannels 2670 a through 2670 e. Tube 2650 could be an extrusion or couldbe a tube with the channels 2670 machined through the inner diameter ofthe tube. Regardless, the channels go through the entirety of the tubefrom a top end to a bottom end of tube 2650. With reference now to FIGS.152 and 153, channels 2670 a-2670 d include corresponding passageways2676 a-2676 d. It should be appreciated that each of the passageways2676 a-2676 d are drilled completely through the main tube 2650 from anoutside surface 2678 through an inner diameter 2680 (FIG. 153). Theouter portion of the passageways are then drilled and plugged, whichallows each of the channels 2670 a-2670 d to communicate with the insideof tube 2650 through their corresponding passageways 2676 a-2676 d.

As shown best in FIG. 153, channel 2670 e has a corresponding passageway2676 e at a position adjacent to an end of 2658. It too extends from anoutside diameter 2678 through inner diameter 2680 allowing channel 2670e to communicate with an inner portion of tube through its correspondingpassageway 2676 e. This is shown best in the cross sectional view ofFIG. 154. The outside passageway portion would also be drilled andplugged to seal to seal the outside tube. Alternatively, the passagewayscould be drilled from the inside of tube 2650 to a point where theyintersect the corresponding channels.

With reference now to FIGS. 150 and 151, upper cap 2652 is shown havingan outer diameter 2690 having an inner annular surface 2692 profiled tobe received over outer diameter 2678. Cap 2652 includes apertures 2694a-2694 e, which correspond with channels 2670 a-2670 e, as best shown inFIG. 151. It should be appreciated that apertures 2694 a and 2694 b areassociated with check valve 2654 (see phantom lines in FIG. 150) whileapertures 2694 c and 2694 d are associated with check valve 2656 (seephantom lines in FIG. 150). As shown in FIG. 150, apertures 2694 a and2694 b correspond with check passage 2654 a and apertures 2694 c and2694 d correspond with check passage 2656 a.

As shown best in FIG. 154, reservoir 2662 is shown with apertures 2694 ecommunicating with passageway 2700. While not shown in the cross-sectionof FIG. 154, reservoir 2662 is an internal floating piston typereservoir, which would have a passageway coupled to passageway 2700through valve stack 2702, which has a variable orifice. Due to thelocation of passageway 2676 e (FIG. 154), fluid flow through channel2670 e is always to the backside of piston 2706. The principle of thebypass operation will now be described by way of reference to FIGS. 155Aand 1558.

With reference first to FIG. 155A, when piston 2706 is in the zonebetween passageways 2676 a and 2676 b and moving downwardly, fluid flowsinto passageway 2676 b, upwardly through channel 2670 b and intopassageway 2694 b, through check valve 2654 into channel 2670 a andthrough passageway 2676 a to the backside of piston 2706. Once pistonclears passageway 2676 b, the bypass function is eliminated increasingthe damping levels at the end of travel.

With reference now to FIG. 155B, when piston 2706 is in the positionintermediate passageways 2676 c and 2676 d and moving upwardly, fluidmoves through passageway 2676 d into channel 2670 d through check valve2656 and then downwardly through channel 2670 c to the backside ofpiston 2706 through passageway 2676 c as shown by the diagrammaticalarrows. Once piston 2076 moves beyond passageway 2676 d, the shockbecomes stiffer as mentioned above.

Thus, as described above, shock 2630 provides a soft zone betweenpassageways 2676 a, 2676 b, and between 2676 c and 2676 d as describedabove. Between those zones, fluid is bypassed from one side of thepiston 2706 to the opposite side; however, beyond the extreme points astiffer shock is provided presenting bottoming out of pistons 2706.Furthermore, all valves, that is 2654, 2656, and 2702, are externallyaccessible for adjustment. Finally, as all of the channels 2670 a, 2670e, are internal to the shock tube 2650, an external spring 2632 (FIG.145) may be provided, alleviating the requirement to have a second shockthat functions to carry the coil over spring.

With reference now to FIGS. 156 and 157, an intrusion bar 2800 is shownfor coupling to front posts 2422 a of cab frame. As shown intrusion bar2800 includes a transverse bar 2802 coupled to vertical uprights 2804.Opposite ends of transverse bar 2802 include couplers 2806, which arefixedly attached to transverse bar 2802 and include a coupling plate2806 a having slotted apertures at 2806 b. Clamp halves 2808 a and 2808b include square apertures 2810, 2812, respectively, for receivingcarriage bolts 2814. Fasteners 2816 may be positioned on an oppositeside of coupling plate 2806 a to receive the threaded end of carriagebolts 2814. An upper coupler 2820 is provided having a coupling plate2820 a and slotted apertures 2820 b, which receive clamp halves 2808 aand 2808 b in a like manner as described above.

Thus, intrusion bar may be installed such that transverse bar 2802 iscoupled by way of clamp assemblies 2808 to the front frame tubes 2422 aand 2420 a of the cab frame and an upper end of vertically extendingtubes 2804 may be coupled by clamp assembly 2808 to cross-tube 2410.Intrusion bar 2804 as installed, does not interfere with the visibilityof the driver or passenger, yet adds further protection from obstaclessuch as tree branches and the like while operating the vehicle in thewoods.

With reference now to FIGS. 158-160, a rear windshield is shown at 2850,which couples to and conforms to, rear portion 2412 of cab frame 1850.As shown in FIGS. 159 and 160, rear panel 2850 includes a transparentportion 2852, which could be any transparent material, but as shown is aPlexiglas type material. A plurality of snap couplers 2854 are providedhaving attachment arms 2854 a for coupling to the rear windshield 2852and latching arms 2852 b, which are arcuate in configuration and canlatch to cab frame portions 2412 a, 2412 b, and 2412 c as shown in FIG.158.

Windshield 2852 further includes openings at 2856, which receive sealingmembranes 2858, which are perforated to provide two sealed openings at2858 a as described herein. Membranes 2858 also include a peripheralgroove 2858 b around the perimeter of membrane 2858, which is receivedin apertures 2856 in a sealed manner. Windshield 2850 further includesseal portions 2860 a-2860 f, which may be coupled to the outer perimeterof windshield 2852 for sealing and noise reduction.

Thus, as attached as shown in FIG. 158, the seal portions 2860 a-2860 fare positioned intermediate glass 2852 and cab frame portion 2412 andmembranes 2858 are positioned proximate to transverse frame portion 2412d (FIG. 99), whereby seatbelt retractors may be attached to frameportion 2412 d and the belts may extend through apertures 2858 a.

With reference to FIGS. 161-165, a windshield assembly 2900 may becoupled to the utility vehicle 1800 and sealed in place against cabframe members 2420, 2422, and visor 2440. As best shown in FIG. 165,windshield assembly 2900 is comprised of transparent windshield member2902, upper seal 2904, side seals 2906, front clamps 2908, rear clamps2910, lower seal 2912, lower contoured portion 2914, seal 2916, andfasteners 2918 and 2920.

With reference to FIG. 164, clamp 2908 includes a semi-circular portion2920 to conform to cylindrical uprights 2420 and 2422, and includes alead-in section 2922 leading to the semi-cylindrical portion 2920. Anenlarged section or rib 2924 is provided just beyond lead-in section2922 defining a rearwardly facing surface 2926 and a forwardly facingsurface 2928. Clamp 2908 further includes an inner groove at 2930, whichis profiled to receive seal 2906. Rear clamp 2910 includes clamp arms ina semi-cylindrical configuration and has a recess at 2940 and profiledto receive enlarged portion 2924; a latching surface 2942, which catcheson surface 2928; and surface 2944, which catches on surface 2926.

With reference to FIG. 165, contoured portion 2914 has an upper edge2950, side flanges 2952 having apertures 2952 a, a lower contouredsurface 2954, and side tabs 2956. Lower seal 2912 is S-shaped incross-section defining a first slot 2960 and a second slot 2962. Slot2962 is profiled to be received over upper edge 2950 of contouredportion 2914 and slot 2960 is profiled to receive windshield 2902therein.

The majority of the windshield assembly 2900 may be assembled prior toinstallation on the utility vehicle as described below. First, all ofthe seal members 2904, 2906, and 2912, may be positioned around theperiphery of the windshield 2902. Lower seal 2912 may then be positionedover upper edge 2950 of contoured portion 2914. Left and right members2908 may then be positioned with slots 2930 extending over seals 2906. Alower seal 2916, for example, a foam seal with double-back adhesive, maybe applied to the bottom of contoured portion 2914. This assembly may beheld in position by friction fit or double-back adhesive or by a curedadhesive. The windshield assembly as described may now be applied to thevehicle.

With reference to FIG. 136, the cab frame 2802 normally includesaluminum cast inserts 2980 having hexagonally-shaped apertures 2982,which communicate with a rounded bore for receipt of a bolt. Thus in thesituation where no windshield is used, a fastener such as a hexagonalnut may be positioned in the hexagonal opening 2982 and a bolt may bepositioned through corresponding inserts 2980 to hold the cab frame 1850to the vehicle. In the case where windshield assembly 2900 is to bepositioned on the utility vehicle, the bolts normally used to retain thecab frame and extending through apertures 2982 are removed and fastenerassembly 2918 (FIG. 165) is utilized.

Fastener assembly 2918 includes a bolt 2918 a, which received a firsthexagonal nut 2918 b and which can also receive a second hexagonal nut2920. Thus, once the original bolts are removed from inserts 2980,hexagonal nuts 2918 b are then positioned in the corresponding apertures2982 (FIG. 136). The windshield assembly is now positioned into theconfiguration shown in FIG. 162 where upper seal 2904 is nested againstsealing surface 2472 (FIG. 138), which also positions apertures 2952 a(FIG. 165) in alignment with apertures 2982 (FIG. 136) and withhexagonal nuts 2918 b positioned therein. Bolts 2918 a may now bepositioned through the corresponding inserts 2980, threadably receivedinto bolts 2918 b, which coupled the two inserts 2980 together. Thisalso positions the free end of the bolts 2918 a through apertures 2952 aof contoured portion 2914, whereupon fasteners 2920 may be threadablyreceived onto the ends of bolts 2918 a fixing the contoured portion 2914and windshield 2904 into position. It should be appreciated that thefront clamps 2908 also conform to be received over the cab frame tubes2420 and 2422 as shown in FIG. 161. The rear clamps 2910 may now bepositioned on the backside of cab frame tubes 2420 and 2422 to aposition where they snap together; that is, into the configuration ofFIG. 164.

In the embodiment of FIGS. 161-165, clamps 2908 and 2910 are comprisedof a resilient material such as plastic. An alternative version is shownin FIG. 166, where a front clamp 2994 and a rear clamp 2996 are providedas die cast aluminum components having a latching structure as shown,but where the remainder of the window elements are substantiallyidentical to that shown and described with reference to FIGS. 161-165.

With reference now to FIGS. 167-171, a third embodiment of thewindshield will be described. As shown in FIG. 167, a third windshieldassembly is shown at 3000, which generally includes a windshield 3002,front clamp 3004, rear clamp 3006 (FIG. 170), hinge assembly 3008, andlatch assembly 3010. In this embodiment, front clamp 3004 issubstantially similar to clamp 2908 (FIG. 165) and includes a channel at3012 (FIG. 167), which defines a groove similar to that of 2930 as shownin FIG. 165. However, in this embodiment, the windshield 3002 is notpositioned in the groove, rather a slider 3014 (see FIG. 168) ispositioned in the groove and the windshield 3002 is positioned in frontof channel 3012. Hinge mechanism 3008 includes a bracket 3020 (FIG. 168)coupled to windshield by way of fasteners 3022 and which retains a pin3024 to which slider 3014 is coupled.

Thus, slider 3014 is rectangular in configuration and is received in thegroove defined by channel 3012. It should be appreciated that two suchchannels 3012 are positioned on opposite sides of the vehicle andsliders 3014 are profiled to be retained in the channels. Thus sliders3014 maintain a translational movement while the windshield may pivotabout pin 3024. In that regard, multiple positions are available forwindshield 3002 as defined by the position of the windshield and theposition it is latched relative to latch 3010. As shown in FIGS. 167 and169, latch 3010 includes a base plate 3030 (FIG. 169), which is coupledto the vehicle adjacent to the left and right uprights of the vehiclecab frame. The latch includes a first wall 3032 extending upwardlyhaving a slot at 3034 (FIG. 167). A second wall 3040 is provided forwardof wall 3032 and includes a slot 3042 (FIG. 169). A quarter-turnlatching assembly 3050 is coupled to the windshield having a latch 3052(FIG. 169) and a latch handle 3054. Thus turning latch handle 3054rotates latch 3052 allowing latch 3052 to lock within either of slots3034 or 3042.

Thus, when the windshield is desired to be fully closed, the windshieldis slid upwardly and latch 3052 is positioned in latch openings 3034 andlatch handles 3054 are rotated to position where latch 3052 is in anupward position latching the windshield in place. When it is desired tohave some venting of air into the vehicle, the windshield can be movedfrom the fully closed position by again rotating latch handle 3054, andlatch 3052 may be released from aperture 3034 and the windshield slid tothe position of FIG. 167 positioning latch 3052 into aperture 3042. Inthis position, a vented opening can be created between a bottom ofwindshield 3002 and the vehicle hood allowing some vented air into thevehicle, as shown best in FIG. 169.

With reference to FIG. 171, a third position of windshield 3002 ispossible where a latch assembly 3060 is provided adjacent to a front ofthe vehicle to receive latches 3050 and lock the windshield in a fullyopen position. As shown, sliders 3014 are moved to a vertically downwardposition in channels 3012, yet retaining their rearward end of thewindshield in position. The windshield 3002 is easily moved from thefully open position to a vented to closed position by again rotatinglatch handles to unlatch the windshield from the front end, whereuponthe windshield can be pushed rearwardly, which causes the sliders toascend in the channels and the windshield can be rotated such thatlatches 350 are coupled to either of the fully closed or ventedposition.

While this invention has been described as having an exemplary design,the present invention may be further modified within the spirit andscope of this disclosure. This application is therefore intended tocover any variations, uses, or adaptations of the invention using itsgeneral principles. Further, this application is intended to cover suchdepartures from the present disclosure as come within known or customarypractice in the art to which this invention pertains.

What is claimed is:
 1. A utility vehicle, comprising: a plurality ofground engaging members; a frame supported by the ground engagingmembers and including a lower frame portion and a cab frame coupled tothe lower frame portion to define an operator area; a seating areasupported within the operator area and including a driver seat and apassenger seat in a side-by-side arrangement; a first opening adjacentthe driver seat and defined between the lower frame portion and the cabframe for ingress and egress from the operator area; a second openingadjacent the passenger seat and defined between the lower frame portionand the cab frame for ingress and egress from the operator area; a firstframe member extending into the first opening and removably coupled toat least one of the lower frame portion and the cab frame; a secondframe member extending into the second opening and removably coupled toat least one of the lower frame portion and the cab frame; wherein thefirst opening is configured to receive one of a first door assemblyextending across at least a portion of the first opening and a seconddoor assembly extending across at least the portion of the firstopening, wherein the first door assembly is configured to be coupled tothe first frame member when the first frame member is coupled to atleast one of the lower frame portion and the cab frame, and the seconddoor assembly is configured to be coupled to at least one of the lowerframe portion and the cab frame when the first frame member is removedfrom the utility vehicle; and the second opening is configured toreceive one of a third door assembly extending across at least a portionof the second opening and a fourth door assembly extending across atleast the portion of the second opening, wherein the third door assemblyis configured to be coupled to the second frame member when the secondframe member is coupled to at least one of the lower frame portion andthe cab frame, and the fourth door assembly is configured to be coupledto at least one of the lower frame portion and the cab frame when thesecond frame member is removed from the utility vehicle.
 2. The utilityvehicle of claim 1, wherein at least the first and third door assembliesare configured to rotate through approximately 90 degrees between anopen position and a closed position.
 3. The utility vehicle of claim 2,further comprising a stop surface for the first door assembly tomaintain the first door assembly at approximately 90 degrees when in theopen position.
 4. The utility vehicle of claim 3, further comprising astop surface for the third door assembly to maintain the third doorassembly at approximately 90 degrees when in the open position.
 5. Theutility vehicle of claim 1, wherein at least the first and third doorassemblies are generally flush with the lower frame portion and the cabframe when in the closed position.
 6. The utility vehicle of claim 5,wherein at least the first and third door assemblies are tapered towardthe operator area.
 7. The utility vehicle of claim 6, wherein at leastthe first and third door assemblies are each comprised of a frame andcover.
 8. The utility vehicle of claim 7, wherein at least the secondand fourth door assemblies are each comprised of a side net.
 9. Autility vehicle, comprising: a plurality of ground engaging members; aframe supported by the ground engaging members and including a lowerframe portion and a cab frame coupled to the lower frame portion todefine an operator area; a seating area supported within the operatorarea and including a driver seat and a passenger seat in a side-by-sidearrangement, and each of the driver seat and the passenger seat includesa seat bottom and a seat back; a first opening adjacent the driver seatand defined between the lower frame portion and the cab frame foringress and egress from the operator area; a second opening adjacent thepassenger seat and defined between the lower frame portion and the cabframe for ingress and egress from the operator area; a first doorextending across at least a portion of the first opening and beingconfigured to rotate between a closed position and an open positionwhere the open position permits ingress to and egress from the seatingarea, a rear end of the first door being positioned laterally outward ofand adjacent a portion of the seat back of the driver seat, and thefirst door being coupled to the frame; a second door extending across atleast a portion of the second opening and being configured to rotatebetween a closed position and an open position where the open positionpermits ingress to and egress from the seating area, a rear end of thesecond door being positioned laterally outward of and adjacent a portionof the seat back of the passenger seat, and the second door beingcoupled to the frame; and the first and second doors each including astop surface configured to contact an outer surface of the door tomaintain the door from passing a predetermined location when in the openposition, and each of the first and second doors being bowed outwardlyand away from the seats to increase the room in the seating area. 10.The utility vehicle of claim 9, wherein a forward end of the first dooris positioned laterally adjacent a portion of a steering assembly. 11.The utility vehicle of claim 9, wherein each of the first and seconddoors includes a forward end and an intermediate portion extendinglongitudinally between the forward end and the rearward end, and theintermediate portion extends laterally outward from the forward andrearward ends to define an outermost surface of the first and seconddoors.
 12. The utility vehicle of claim 9, wherein a lower surface ofeach of the first and second doors is positioned above the seat bottom.13. The utility vehicle of claim 9, wherein each of the first and seconddoors includes a lower frame member positioned within at least one ofthe first or second opening.
 14. The utility vehicle of claim 9, whereinthe first door includes a first portion positioned laterally outward ofand adjacent the portion of the seat back of the driver seat and asecond portion coupled to a lower end of the first portion.
 15. Theutility vehicle of claim 14, wherein the second portion conceals thefirst opening between the lower frame portion and the first portion ofthe first door.
 16. The utility vehicle of claim 9, the first and seconddoors are configured to rotate through approximately 90 degrees betweenthe open position and the closed position, and the stop surfaces for thefirst and second doors are configured to maintain the first and seconddoors at approximately 90 degrees when in the open position.